FCOM - Performance

OPERATIONS ENGINEERING BULLETINS

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OPERATIONS ENGINEERING BULLETINS PRELIMINARY PAGES A320

FLIGHT CREW OPERATING MANUAL

TABLE OF CONTENTS

OEB-GEN General Description OEB-6 Partial Deployment of Passenger Oxygen Masks OEB-28 No Localizer or Glide Slope Capture in Approach OEB-30 No SRS Engagement During Go Around Below MDA OEB-31 Erroneous Vertical Profile During RNAV, LOC and LOC B/C Approaches OEB-36 No SRS Engagement During Go Around in the Case of EPR Mode Fault OEB-38 Erroneous Radio Altimeter Height Indication OEB-40 AIR ENG 1(2) BLEED ABNORMAL PR or AIR ENG 1(2) BLEED FAULT OEB-41 Erroneous Alternate Fuel Predictions Upon Modification of a Company Route in the Alternate Flight Plan OEB-42 Incorrect Vertical Profile During Non Precision Approaches OEB-43 F/CTL SPOILER FAULT OEB-44 L/G GEAR NOT DOWNLOCKED

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TABLE OF CONTENTS


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M

Localization

LIST OF EFFECTIVE TEMPORARY DOCUMENTARY UNITS DU Title

DU identification

DU date

No Temporary Documentary Unit

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LIST OF EFFECTIVE TEMPORARY DOCUMENTARY UNITS


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OEB-PLP-LETDU P 2/2 28 AUG 13

OPERATIONS ENGINEERING BULLETINS GENERAL DESCRIPTION


OPERATIONS ENGINEERING BULLETINS GENERAL DESCRIPTION A320


PRELIMINARY PAGES - TABLE OF CONTENTS

General Description................................................................................................................................................. A Cross Reference Between the Former and New OEB Identifications.....................................................................B

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OEB-GEN-PLP-TOC P 1/2 30 MAY 13





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OEB-GEN-PLP-TOC P 2/2 30 MAY 13



GENERAL DESCRIPTION Ident.: OEB-GEN-A-00014181.0001001 / 23 NOV 11 Applicable to: ALL

An Operations Engineering Bulletin (OEB) is issued to rapidly inform operators of any deviations from initial design objectives that have a significant operational impact. An OEB provides the operators with technical information and temporary operational procedures that address these deviations. Ident.: OEB-GEN-A-00014182.0001001 / 23 NOV 11 Applicable to: ALL

TYPE OF OEB OEBs can either be red or white, depending on their level of priority. ‐ RED OEBs are issued to indicate that non-compliance with the recommended procedures may have a significant impact on the safe operation of the aircraft. ‐ WHITE OEBs are issued to indicate that non-compliance with the recommended procedures may have a significant impact on aircraft operation. Airbus strongly recommends that all Operators rapidly apply the OEB corrective actions as soon as they become available, particularly for red OEBs. Ident.: OEB-GEN-A-00014183.0001001 / 08 FEB 13 Applicable to: ALL

OEB CONTENT AND MANAGEMENT An OEB: ‐ Is temporary and usually focuses on one operational subject only, ‐ Is included in the OEB section of both the FCOM and QRH. The procedural part of each white or red OEB (OEB PROC) is provided in the OEB section of the QRH, so that the flight crew can easily access the procedures, ‐ Remains applicable until the appropriate corrective actions are completed. Note:

After installation of the OEB corrective modification/Service Bulletins (SB): if an Operator reinstalls any spare equipment for which there was an associated OEB, it is Operator’s responsibility to ensure that this OEB be applied again for the applicable aircraft.

OEB IN THE FCOM The content of each OEB includes: ‐ The reason for issue, ‐ Technical explanations of the deviation from the initial design objectives, ‐ The operational impact if the flight crew does not apply the OEB procedure,

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OEB-GEN P 1/10 30 MAY 13



‐ The conditions for applying the OEB procedures : • ECAM warning/caution affected by the OEB, • Cockpit effects, • Flight phases, • Specific event. ‐ The OEB operational procedure(s) to be applied, ‐ The corrective actions that cancel the OEB (if available), ‐ The OEB REMINDER codes, (if applicable). OEB IN THE QRH Each FCOM OEB has an associated “OEB PROC” in the OEB section of the QRH, that includes: ‐ The title of the OEB PROC, ‐ The “ECAM ENTRY" field: This section identifies whether or not one of the possible conditions for applying the OEB PROC is an ECAM warning/caution. The flight crew must disregard the ECAM procedure and/or STATUS of the ECAM alerts listed in the "ECAM ENTRY" field and must apply the QRH’s OEB procedure instead. ‐ The OEB operational procedure(s) that the flight crew must apply. FCOM LIST OF EFFECTIVE OEB The List of Effective Operations Engineering Bulletins (LEOEB) enables to review all the Operations Engineering Bulletins (OEBs) that are applicable to the fleet. Each time an OEB is issued or revised, the LEOEB is updated.

The FCOM LEOEB consists of: The "M" field that may provide the following Evolution Code: ‐ The "N" letter indicates a new OEB, or ‐ The "R" letter indicates a revised OEB, or ‐ The "E" letter indicates an aircraft validity change on the OEB. CTV A320 FLEET FCOM

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The "Identification" field which identifies the OEB with its identification number. Note:

The FCOM OEB and associated QRH OEB PROC have the same OEB number in order to be consistent. However, the issue number of the QRH OEB PROC and the FCOM OEB may be different, because a revision of an FCOM OEB does not necessarily result in a revision of the corresponding QRH OEB PROC, that only provides the procedure part.

The "T" field indicates the Type of OEB: ‐ The "W" letter indicates a white OEB, or ‐ The "R" letter indicates a red OEB. Note:

OEBs are listed by type of OEB (RED OEBs first, then WHITE OEBs), and in numerical order for each type of OEB. This enables the flight crew to easily review the OEBs before flight.

The "E" field indicates whether or not the OEB affects ECAM procedure(s). This enable the flight crew to easily review the OEBs before flight particularly for Operators that use the OEB REMINDER function: ‐ The "Y" letter indicates that the OEB affects only ECAM procedure(s), ‐ The "N" letter indicates that at least one of the procedures provided in the OEB does not affect ECAM procedure(s). CAUTION

When Airbus provides the Operator with the LEOEB, the information “AFFECTS ECAM : Y” ("E" field) does not necessarily mean that (for Operators using the OEB REMINDER function) the Operator’s maintenance personnel has activated the OEB REMINDER codes for this OEB onboard the aircraft. It is the Operator’s responsibility to define a suitable process for providing the flight crew with confirmation that the OEB REMINDER codes are activated for the ECAM alerts affected by OEBs.

The "Rev Date" field indicates the date at which the OEB content was issued/changed The "Title" field provides the OEB title. QRH LIST OF EFFECTIVE OEB The List of Effective Operations Engineering Bulletins (LEOEB) enables to review all the Operations Engineering Bulletins (OEBs) that are applicable to the fleet. Each time an OEB is issued or revised, the LEOEB is updated.

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The QRH LEOEB consists of: The "Identification" field which identifies the OEB with its identification and issue number. Note:

The FCOM OEB and associated QRH OEB PROC have the same OEB number in order to be consistent. However, the issue number of the QRH OEB PROC and the FCOM OEB may be different, because a revision of an FCOM OEB does not necessarily result in a revision of the corresponding QRH OEB PROC, that only provides the procedure part.

Red OEB identification number and title are in bold font. White OEB identification number and title are in regular font. This enables the flight crew to easily review the OEBs before flight. Note:

OEBs are listed in numerical order regardless of the type of OEB (red or white).

The "Title" field provides the OEB title and the "ECAM Entry" part of the OEB PROC. This enable the flight crew to easily review the OEBs before flight particularly for Operators that use the OEB REMINDER function. CAUTION

When Airbus provides the Operator with the LEOEB, the information “ECAM Entry ” does not necessarily mean that (for Operators using the OEB REMINDER function) the Operator’s maintenance personnel has activated the OEB REMINDER codes for this OEB onboard the aircraft. It is the Operator’s responsibility to define a suitable process for providing the flight crew with confirmation that the OEB REMINDER codes are activated for the ECAM alerts affected by OEBs.

A vertical bar in the margin of the QRH LEOEB identifies that the OEB is either new, revised or has an aircraft validity change.

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FLIGHT CREW OPERATING MANUAL Ident.: OEB-GEN-A-00014184.0001001 / 23 NOV 11 Applicable to: ALL

REVIEW OF THE OEB In accordance with the Standard Operating Procedures, and before each flight, the flight crew must review all OEBs that are applicable to their aircraft. If the OEB conditions are applicable, the flight crew must apply the operational procedure(s) that is in the QRH OEB section. Ident.: OEB-GEN-A-00014185.0001001 / 23 NOV 11 Applicable to: ALL

DISTRIBUTION OEB are distributed to all affected Operators. The Operators shall provide flight crews with the content of the OEB without delay. Ident.: OEB-GEN-A-00014186.0001001 / 08 FEB 13 Applicable to: PK-GLA, PK-GLC, PK-GLE, PK-GLF, PK-GLG, PK-GLH, PK-GLI, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

OEB REMINDER FUNCTION The OEB reminder function provides operational help to the flight crew by enabling them to clearly identify on the ECAM all procedures and STATUS messages superseded by an OEB procedure. When a situation causes an ECAM warning/caution to trigger, a message informs the flight crew in real time that there is an OEB for the displayed ECAM warning/caution and/or STATUS, and as a result, that the ECAM procedure and/or STATUS is changed. In this case, a specific ECAM message informs the flight crew to refer to the QRH. For more information Refer to FCOM DSC-31-OEB Reminder. OEB REMINDER CODE The maintenance personnel must enter specific OEB REMINDER code(s) in the FWC OEB database in order to update the ECAM. These OEB REMINDER codes are provided in the FCOM OEB chapter only, and are sent to the Operator’s Flight Operations department along with the associated QRH OEB PROC. This is to ensure that the OEB database is not updated before the OEB procedure is available in the QRH and FCOM onboard documentation.

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Good coordination between the Airline’s/Operator’s Flight Operations department and the Airline’s/Operator’s Engineering department must be established, in order to: ‐ Ensure that the QRH OEB section is updated onboard the aircraft before the activation of the OEB REMINDER function for a specific OEB. ‐ Rapidly send information about the OEB REMINDER codes to the Engineering department for a rapid update of the ECAM. ‐ Provide the flight crew with confirmation that the OEB REMINDER codes are activated onboard the aircraft for the ECAM alerts affected by OEBs. CAUTION

As soon as the maintenance personnel has embodied the corrective action that cancels the OEB on a specific aircraft, the Operator must ensure that: 1. Maintenance personnel has deactivated the OEB REMINDER function for the specific OEB, before informing their Flight Operations department of the installation of the OEB correction action. 2. The QRH OEB section onboard the aircraft is updated to remove the specific OEB from the applicable aircraft.

CROSS REFERENCE BETWEEN THE FORMER AND NEW OEB IDENTIFICATIONS Ident.: OEB-GEN-00014220.0001001 / 23 NOV 11 Applicable to: ALL

Following the entry into service of the new digital FCOM/QRH, the OEB/OEBPROC identifications were changed. Note:

The former OEB identification is also provided within each OEB.

The following table provides the cross reference between the former and the new OEB/OEBPROC identifications: Aircraft

Manual

A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321

FCOM QRH FCOM QRH FCOM QRH FCOM QRH FCOM QRH

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Former OEB Identification 78 78 101 101 124 124 137 137 138 138

Issue 6 1 2 1 4 1 1 1 2 1

New OEB Identification

OEB Type

OEB Title

OEB 2

R

Braking Misbehaviour

OEB 3

W

Nose Landing Gear

OEB 4

W

VOR Bearing Fluctuations (Bendix VOR)

OEB 5

W

Loss of Braking

OEB 6

W

← A to B →

Partial Deployment of Passenger Oxygen Masks Continued on the following page




Aircraft

Manual

A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321

FCOM QRH FCOM QRH FCOM QRH FCOM QRH FCOM QRH FCOM QRH FCOM QRH FCOM QRH FCOM QRH FCOM QRH FCOM QRH FCOM QRH FCOM QRH FCOM

Former OEB Identification 140 140 141 141 142 142 144 144 152 152 154 154 159 159 162 162 167 167 168 168 169 169 171 171 172 172 175

A318/319/320/321 A318/319/320/321

QRH FCOM

175 176

1 5

A318/319/320/321 A318/319/320/321

QRH FCOM

176 177

1 3

A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321

QRH FCOM QRH FCOM QRH

177 178 178 180 180

1 2 1 2 1

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Issue 2 1 3 1 1 1 3 1 3 1 5 2 3 1 2 1 2 1 2 1 2 1 2 1 2 1 5

Continued from the previous page


OEB Type

OEB 7

W

False ECAM Amber Cautions

OEB 8

W

Insufficient Bank Angle

OEB 9

W

Dual FWC Failure following Status Page Display

OEB 10

W

No Transition to Go-Around Phase

OEB 11

W

OEB 12

W

OEB 13

W

IDG Connector Arcing (IAE)

OEB 14

W

Incorrect Grid-MORA Value Display on ND

OEB 15

W

LGCIU 1 Fault

OEB 16

R

FUEL L( R ) TK PUMP 1+2 LO PR

OEB 17

W

Dual FM Reset upon Radial Fix Info Entry

OEB 18

W

Excessive FMS Holding Pattern Size

OEB 19

W

OEB 20

R

OEB 21

R

OEB 22

W

OEB 23

R

Operation of Center Tank Pumps

OEB 24

R

Operation of Fuel Pumps

OEB Title

"ENG 1(2) OIL FILTER CLOG" ECAM Caution During Flight Undue High Speed Target at GA with One Eng Inop

Erroneous Guidance to VAPP Target During Climb WHEEL N/W STRG FAULT and L/G SHOCK ABSORBER FAULT ECAM Cautions WHEEL N/W STEER FAULT and L/G SHOCK ABSORBER FAULT ECAM Cautions High Engine Vibration Procedure in Case of Temporary Loss of N1 Vibration Indication

Continued on the following page

←B→




Aircraft

Manual

A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321

FCOM QRH FCOM QRH FCOM QRH FCOM QRH FCOM

Former OEB Identification 181 181 182 182 183 183 184 184 185

A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321

QRH FCOM QRH FCOM

185 188 188 189

1 2 1 1

A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321

QRH FCOM QRH FCOM QRH FCOM QRH FCOM QRH FCOM

189 190 190 194 194 195 195 197 197 199

1 2 1 2 1 3 2 1 1 2

A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321

QRH FCOM QRH FCOM QRH FCOM QRH FCOM QRH FCOM

199 200 200 201 201 202 202 203 203 204

1 1 1 2 2 1 1 1 1 1

A318/319/320/321 A318/319/320/321 A318/319/320/321

QRH FCOM QRH

204 205 205

1 1 1

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Issue 1 1 2 1 1 1 2 1 2



OEB Type

OEB 25

W

Incorrect Sequencing of Altitude-Terminated (xA) Legs

OEB 26

W

Avionics Smoke

OEB 27

W

Dual Engine Failure

OEB 28

W

OEB 29

W

OEB 30

W

OEB 31

W

OEB 32

W

OEB 33

W

OEB 34

W

OEB 35

R

OEB 36

W

OEB 37

W

OEB 38

R

OEB 39

W

OEB 40

W

OEB 41

W

OEB 42

W

←B→

OEB Title

No Localizer or Glide Slope Capture in Approach Use of Dome Light for Entire Flight to Ensure the Readability of Standby Instruments No SRS Engagement During Go Around Below MDA Erroneous Vertical Profile During RNAV, LOC and LOC B/C Approaches Smoke/Fumes in Cockpit/Cabin Due to Oil Leak at Engine Start BSCU L4.9 Reset in Flight FUEL L( R ) XFR VALVE FAULT or FUEL L( R ) WING TK OVERFLOW Bleed Selection to Prevent Engine Stall on Both Engines No SRS Engagement During Go Around in the Case of EPR Mode Fault Erroneous Lateral Guidance in NAV Mode During Takeoff and Go Around Erroneous Radio Altimeter Height Indication Loss of MLS LOC and G/S Deviations AIR ENG 1(2) BLEED ABNORMAL PR or AIR ENG 1(2) BLEED FAULT Erroneous Alternate Fuel Predictions Upon Modification of a Company Route in the Alternate Flight Plan Incorrect Vertical Profile During Non Precision Approaches Continued on the following page




Aircraft

Manual

A318/319/320/321 A318/319/320/321 A318/319/320/321 A318/319/320/321

FCOM QRH FCOM QRH

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Former OEB Identification 208 208 209 209

Issue 1 1 1 1



OEB Type

OEB 43

W

F/CTL SPOILER FAULT

OEB 44

W

L/G GEAR NOT DOWNLOCKED

←B

OEB Title





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OPERATIONS ENGINEERING BULLETINS PARTIAL DEPLOYMENT OF PASSENGER OXYGEN MASKS


OPERATIONS ENGINEERING BULLETINS PARTIAL DEPLOYMENT OF PASSENGER OXYGEN MASKS A320



Partial Deployment of Passenger Oxygen Masks...................................................................................................A Partial Deployment of Passenger Oxygen Masks...................................................................................................B

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OEB-6-PLP-TOC P 1/2 07 OCT 11





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OEB6 Issue 1.0 Associated with QRH OEB Proc N°: OEB6/1.0 PARTIAL DEPLOYMENT OF PASSENGER OXYGEN MASKS Ident.: OEB-6-00013148.0002001 / 18 MAR 11 Applicable to: PK-GLD

Approved by: Head of Flight Operations Support and Services - This OEB covers a significant operational issue. Non-compliance with this OEB should have a significant impact on the operations of the aircraft. The Operators shall distribute its content to all flight crews without delay. An extract of this OEB is provided for insertion in the QRH. - It is recommended that all Operators accelerate the incorporation of all corrective Service Bulletins as soon as they become available.

Reason for issue:

Applicable to: Cancelled by:

This OEB replaces the A320 OEB 138. The purpose of this OEB is to provide all A320 family operators with operational recommendation following an event of non-deployment of several passenger oxygen masks during ground test. The deployment was manually initiated by pressing the MASK MAN ON pb located on the cockpit overhead panel. All A320 family aircraft equipped with Puritan-Bennett P/N 1S-Series and 2S-Series. New door latch electric-actuator (MOD 27572, SB A320 35-1020)

Note: The interchangeability code, given in the Illustrated Part Catalog (IPC), indicates the conditions for interchangeability of equipment. After installation of corrective modification(s)/SB(s), if an Operator reinstalls any equipment affected by this OEB, it is the Operator's responsibility to ensure that the recommendations given in this OEB are applied again for the applicable aircraft.

Operations Engineering Bulletins are issued by Airbus, as the need arises, to quickly transmit technical and procedural information. They are distributed to all FCOM holders and to others who need advice of changes to operational information. The information in the OEB is recommended by Airbus, but may not be approved by Airworthiness Authorities. If the procedures contained in this OEB differ from the procedures in the AFM, the AFM remains the reference.

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OEB-6 P 1/4 07 OCT 11



M

Localization

OEB-6

Criteria: OEB 6 Applicable to: PK-GLD OEB-6 Criteria: OEB 6 Applicable to: PK-GLD

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T

DU Title

Partial Deployment of Passenger Oxygen Masks Partial Deployment of Passenger Oxygen Masks

←A

DU identification

DU date

00013148.0002001

18 MAR 11

00013165.0002001

18 MAR 11

OEB-6 P 2/4 07 OCT 11



PARTIAL DEPLOYMENT OF PASSENGER OXYGEN MASKS Ident.: OEB-6-00013165.0002001 / 18 MAR 11 Applicable to: PK-GLD

EXPLANATION Masks may be deployed either automatically depending on the cabin altitude or manually by pressing the MASK MAN ON pb. For a manual deployment, pressing the MASK MAN ON pb energizes the release circuit that opens the oxygen mask containers and then the passenger oxygen masks drop down. The release circuit is energized as long as the pushbutton is pressed and the power to the system is shut-off as soon as the pushbutton is released. In the event reported, the pushbutton was quickly released (pressed less than 1 s) and several oxygen mask containers did not open. To have the totality of the masks deployed it is necessary to press the MASK MAN ON pb for at least 2 s. For automatic deployment, the release circuit is correctly energized and all the oxygen masks drop down. PROCEDURE Whenever the passenger oxygen masks have to be manually deployed, apply the following procedure to ensure that the totality of the passenger oxygen masks deploys: MASK MAN ON pushbutton must be pressed for at least 2 s. CORRECTIVE ACTION The incorporation of MOD 27572 (SB A320 35-1020) ensures immediate opening of the oxygen container upon pressing the MASK MAN ON pb and therefore cancels the need for this OEB. END OF OEB6

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B

OEB-6 P 3/4 07 OCT 11




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OEB-6 P 4/4 07 OCT 11

OPERATIONS ENGINEERING BULLETINS NO LOCALIZER OR GLIDE SLOPE CAPTURE IN APPROACH


OPERATIONS ENGINEERING BULLETINS NO LOCALIZER OR GLIDE SLOPE CAPTURE IN APPROACH A320



No Localizer or Glide Slope Capture in Approach..................................................................................................A No Localizer or Glide Slope Capture in Approach .................................................................................................B

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OEB-28-PLP-TOC P 1/2 30 MAY 13





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OEB28 Issue 2.0 Associated with QRH OEB Proc N°: OEB28/2.0 NO LOCALIZER OR GLIDE SLOPE CAPTURE IN APPROACH Ident.: OEB-28-00013496.0001001 / 27 MAY 13 Applicable to: PK-GLE, PK-GLF

Approved by: Head of Airbus Flight Operations & Training Support - This OEB covers a significant operational issue. Non-compliance with this OEB should have a significant impact on the operations of the aircraft. The Operators shall distribute its content to all flight crews without delay. An extract of this OEB is provided for insertion in the QRH. - It is recommended that all Operators accelerate the incorporation of all corrective Service Bulletins as soon as they become available.

Reason for issue:


Issue 02: This OEB issue 02 removes the electronic link to the FCOM in the frame of the publication of the new FCOM Approach SOPs. There is no technical change in the procedure. Issue 01: This OEB replaces the A320 OEB 184. Several Operators experienced the following event: LOC* (G/S*) capture mode did not engage when intercepting the localizer (glide slope) during an ILS approach. This OEB provides an explanation of the above-mentioned event, as well as the operational recommendations that the flight crew should apply, in order to intercept the ILS using LOC and G/S modes. Aircraft with Rockwell Collins Multi-Mode Receiver (MMR), P/N 822-1152-121 (MOD 26999 or MOD 30631) MMR P/N 822-1152-122 (MOD 37356)


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OEB-28 P 1/6 30 MAY 13




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OEB-28 P 2/6 30 MAY 13



M

Localization

OEB-28

T

DU Title

No Localizer or Glide Slope Capture in Approach

Criteria: P5168 Applicable to: PK-GLE, PK-GLF OEB-28 No Localizer or Glide Slope Capture in Approach Criteria: P5168 Applicable to: PK-GLE, PK-GLF

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←A

DU identification

DU date

00013496.0001001

27 MAY 13

00013497.0001001

27 MAY 13

OEB-28 P 3/6 30 MAY 13



NO LOCALIZER OR GLIDE SLOPE CAPTURE IN APPROACH Ident.: OEB-28-00013497.0001001 / 27 MAY 13 Applicable to: PK-GLE, PK-GLF

EXPLANATION Investigations have indicated that the LOC* capture mode did not engage due to an automatic, internal reset of one Multi-Mode Receiver (MMR). This automatic reset causes the LOC and/or G/S deviation data computed by this MMR to continuously change from Normal Operation to No Computed Data, approximately every second. This can only be stopped, on ground, if the maintenance crew cuts the MMR power for more than 10 s. The Master FMGC must receive a valid LOC signal from its onside MMR for a minimum of 3 s to enable LOC* mode engagement. When the MMR associated to the Master FMGC periodically resets, the associated LOC signal is valid for less than one second, which explains why the LOC* mode does not engage. In such cases, when the AP and/or FD is engaged and the LOC and G/S modes are armed, the aircraft may unexpectedly fly through the ILS beam without capturing it. The ILS identification and deviation symbols displayed on the PFD (and on the ND in ROSE-LS mode) may intermittently disappear. However, when displayed, these ILS deviation symbols are reliable. The possibility of both MMRs being simultaneously affected is very remote. Therefore, it is highly probable that the second MMR is operative and will continue to provide constant and valid data to the Slave FMGC. If the flight crew changes the AP in command, the Slave FMGC becomes Master, and will use the associated, valid data from its onside MMR. This will enable the localizer and/or the glide slope capture modes to engage. Note:

1. If both APs are engaged, FMGC1 is Master. To change the Master FMGC from FMGC1 to FMGC2, the flight crew must disengage AP1 pb by pressing the AP1 pb on the FCU. 2. If the autopilot is disengaged, and both FDs are engaged, FMGC1 is Master by default. It is possible to change the Master FMGC from FMGC1 to FMGC2, by engaging AP2, or disengaging FD1.

PROCEDURE In accordance with the FCOM Standard Operating Procedures, the flight crew should closely monitor the localizer and glide slope capture, for every ILS approach.  If LOC* mode does not engage when expected, the flight crew should: Perform the ILS interception using the LOC raw data deviations. The FD and AP can be used in selected modes (HDG-V/S modes, or preferably TRK-FPA modes) for this purpose.


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OEB-28 P 4/6 30 MAY 13



NO LOCALIZER OR GLIDE SLOPE CAPTURE IN APPROACH (Cont'd) Consider changing the Master FMGC:  If the AP is engaged: Change the AP in command (If AP1+2 are engaged, change to AP2, by pressing the AP1 pb on the FCU to disengage AP1)  If the AP is disengaged, and the FDs are engaged: Turn off FD1 Then, attempt to reengage the LOC and G/S modes, by pressing the APPR pb. LOC* (G/S*) mode should engage as expected, and the ILS can then be flown in LOC and G/S modes. However, the flight crew should disregard the approach capability on the FMA, and perform only a CAT I approach with a manual landing. Note:

If it is still not possible to intercept the ILS after changing the Master FMGC, the flight crew must perform an ILS approach using raw data. The AP/FD can be used in selected modes (HDG/VS, or preferably TRK/FPA). The flight crew should disarm the APPR (LOC) mode(s) by setting the APPR (LOC) pb to OFF on the FCU, and then perform a CAT I approach with a manual landing.

CORRECTIVE ACTION This OEB is cancelled by the installation of the MMR P/N 822-1152-122. END OF OEB28

CTV A320 FLEET FCOM

←B

OEB-28 P 5/6 30 MAY 13




CTV A320 FLEET FCOM

OEB-28 P 6/6 30 MAY 13

OPERATIONS ENGINEERING BULLETINS NO SRS ENGAGEMENT DURING GO AROUND BELOW MDA


OPERATIONS ENGINEERING BULLETINS NO SRS ENGAGEMENT DURING GO AROUND BELOW MDA A320



No SRS Engagement During Go Around Below MDA .......................................................................................... A No SRS Engagement During Go Around Below MDA........................................................................................... B

CTV A320 FLEET FCOM






CTV A320 FLEET FCOM




OEB30 Issue 1.0 Associated with QRH OEB Proc N°: OEB30/1.0 NO SRS ENGAGEMENT DURING GO AROUND BELOW MDA Ident.: OEB-30-00013524.0002001 / 18 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD


Reason for issue:


This OEB replaces the A320 OEB 188. One Operator reported a case where the flight crew initiated a Go Around slightly below the Minimum Descent Altitude (MDA), and the aircraft did not pitch up as expected. The flight crew performed a non precision approach (a VORDME approach) using the FINAL APP managed guidance mode with the AP1 (Autopilot) engaged during the final approach. This OEB is issued to provide flight crews with an operational procedure to avoid such aircraft behavior. The operational procedure provided in this OEB applies to all Non Precision Approaches, for both conventional approaches and RNAV approaches, flown in FINAL APP managed guidance mode. All A318/A319/A320/A321 aircraft Flight Guidance (FG) "I11" standard part of FMGC S4I11 (MOD 37252), P1I11 (MOD 37311) or FG "C12" standard part of FMGC S4C12 (MOD 37935), P1C12 (MOD 37934).


CTV A320 FLEET FCOM

A→

OEB-30 P 1/6 20 OCT 11




CTV A320 FLEET FCOM

←A→

OEB-30 P 2/6 20 OCT 11



M

Localization

OEB-30

T

DU Title

No SRS Engagement During Go Around Below MDA

Criteria: SA Applicable to: PK-GLA, PK-GLC, PK-GLD OEB-30 No SRS Engagement During Go Around Below MDA Criteria: SA Applicable to: PK-GLA, PK-GLC, PK-GLD

CTV A320 FLEET FCOM

←A

DU identification

DU date

00013524.0002001

18 MAR 11

00013525.0002001

18 MAR 11

OEB-30 P 3/6 20 OCT 11



NO SRS ENGAGEMENT DURING GO AROUND BELOW MDA Ident.: OEB-30-00013525.0002001 / 18 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD

EXPLANATION Note:

The following behavior does not occur when the flight crew uses lateral managed guidance only (NAV-FPA or NAV-V/S).

The following occurs when the flight crew uses the FINAL APP managed guidance mode, and engages either AP1 or FD1 (AP OFF, FMGC1 is the master): During a non-precision approach, when the aircraft is reaching MDA (MDH) minus 50 ft, or the Missed Approach Point (MAP), the FMGC automatically commands an AP/FD disconnection, in order to automatically disengage the FINAL APP managed guidance mode. After the AP/FD disconnection, the FD engages again, either in heading-vertical speed (HDG-V/S), or track-Flight Path Angle (TRK-FPA) mode, with the current aircraft targets. If the flight crew initiates a go-around below MDA (MDH) during a short period of time (approximately 600 ms) after the AP/FD disconnection, no FMGC takes over to engage the go-around guidance modes, as expected. This is due to the fact that both FMGCs are not entirely synchronized when the AP/FD automatically disconnects. As a result, the GA TRK lateral guidance mode and the SRS vertical guidance mode do not engage during the go-around. In addition, the FD remains in a basic guidance mode (i.e. HDG-V/S or TRK-FPA), and provides the flight crew with pitch down orders that are not appropriate. Investigation has demonstrated that if the flight crew disengages the FINAL APP managed guidance mode during the final stage of the approach, the SRS and the GA TRK guidance modes engage as expected, when the flight crew initiates a go-around slightly below MDA(MDH). PROCEDURE During a non precision approach, when using the FINAL APP managed guidance mode:  At DA(DH) or MDA(MDH), or earlier in approach if visual conditions are obtained: DISENGAGE the FINAL APP mode by pressing the APPR pushbutton on the FCU. When the flight crew presses the APPR pb in order to disengage the FINAL APP managed guidance mode, a basic vertical guidance mode, either V/S or FPA, engages. This ensures that the SRS and GA TRK guidance modes correctly engage, if the flight crew initiates a go-around slightly below MDA (MDH). Continued on the following page

CTV A320 FLEET FCOM

B→

OEB-30 P 4/6 20 OCT 11



NO SRS ENGAGEMENT DURING GO AROUND BELOW MDA (Cont'd) CORRECTIVE ACTION This OEB is cancelled by the installation of the Flight Guidance (FG) "I11" standard part of FMGC S4I11 (MOD 37252), P1I11 (MOD 37311) or FG "C12" standard part of FMGC S4C12 (MOD 37935), P1C12 (MOD 37934). END OF OEB30

CTV A320 FLEET FCOM

←B

OEB-30 P 5/6 20 OCT 11




CTV A320 FLEET FCOM

OEB-30 P 6/6 20 OCT 11

OPERATIONS ENGINEERING BULLETINS ERRONEOUS VERTICAL PROFILE DURING RNAV, LOC AND LOC B/C APPROACHES


OPERATIONS ENGINEERING BULLETINS A320


ERRONEOUS VERTICAL PROFILE DURING RNAV, LOC AND LOC B/C APPROACHES


Erroneous Vertical Profile During RNAV, LOC and LOC B/C Approaches.............................................................A Erroneous Vertical Profile During RNAV, LOC and LOC B/C Approaches.............................................................B

CTV A320 FLEET FCOM







CTV A320 FLEET FCOM



A320


OEB31 Issue 2.0 Associated with QRH OEB Proc N°: OEB31/1.0 ERRONEOUS VERTICAL PROFILE DURING RNAV, LOC AND LOC B/C APPROACHES Ident.: OEB-31-00013528.0003001 / 27 MAY 13 Applicable to: PK-GLA, PK-GLC, PK-GLD


Reason for issue:

Applicable to: CTV A320 FLEET FCOM

Issue 02: This OEB issue 02 modifies the "Cancelled by" section and removes the electronic link to the FCOM in the frame of the publication of the new FCOM Approach SOPs. Issue 01: This OEB replaces the A320 OEB 189. This OEB is issued to provide Operators with the operational recommendations to apply in cases where the flight crew performs an RNAV or a LOC or LOC Back Course (B/C) approach with the MAP located before the runway (RWY) threshold. This is because in such cases, the FMGC does not compute the vertical flight path correctly. As a result, it may cause the aircraft, when flown in managed vertical guidance, during an RNAV approach, to fly a vertical flight path lower than the published one on the approach procedure chart. This anomaly also applies to the vertical deviation indication symbol, VDEV. These recommendations were originally published in FCOM Standard Operating Procedures. Due to the fact that more and more RNAV procedures are being published in the Instrument Approach Procedures (lAP), Airbus found it necessary to publish this OEB in order to highlight these recommendations. All A320 family aircraft fitted with the Honeywell FMS. A→

OEB-31 P 1/6 30 MAY 13




Cancelled by:

Honeywell FMS2 "Release 1A" Standard (MOD 38778 on CFM aircraft, or MOD 38779 on IAE/PW aircraft).



CTV A320 FLEET FCOM

←A→

OEB-31 P 2/6 30 MAY 13


A320


M

Localization

OEB-31

T

DU Title

Erroneous Vertical Profile During RNAV, LOC and LOC B/C Approaches

Criteria: SA Applicable to: PK-GLA, PK-GLC, PK-GLD OEB-31 Erroneous Vertical Profile During RNAV, LOC and LOC B/C Approaches Criteria: SA Applicable to: PK-GLA, PK-GLC, PK-GLD

CTV A320 FLEET FCOM

←A

DU identification

DU date

00013528.0003001

27 MAY 13

00013529.0003001

27 MAY 13

OEB-31 P 3/6 30 MAY 13




ERRONEOUS VERTICAL PROFILE DURING RNAV, LOC AND LOC B/C APPROACHES Ident.: OEB-31-00013529.0003001 / 27 MAY 13 Applicable to: PK-GLA, PK-GLC, PK-GLD

EXPLANATION When the FMGC identifies an lAP that is labelled as RNAV in the navigation database, and that is labelled as RNV on the MCDU, it builds the final approach vertical flight path assuming that there is an altitude constraint at the MAP equal to the runway threshold elevation plus 50 ft. As a result, when the MAP is located before the runway (RWY) threshold, the FMGC computes an erroneous vertical flight path for the final approach, an erroneous crossing altitude at the MAP, and displays an erroneous vertical deviation indication (VDEV symbol) on the PFD, when flying the approach. This VDEV anomaly also applies to the LOC and LOC B/C approaches with the MAP located before the runway (RWY) threshold.

Therefore, for RNAV approaches, when the MAP is located before the runway threshold, the flight crew cannot use flight guidance in FINAL APP mode, and they must disregard the VDEV symbol. The flight crew must fly the LOC and LOC B/C approaches in selected vertical guidance mode (FPA or V/S mode), and they must disregard the vertical deviation symbol (VDEV).


CTV A320 FLEET FCOM

B→

OEB-31 P 4/6 30 MAY 13




ERRONEOUS VERTICAL PROFILE DURING RNAV, LOC AND LOC B/C APPROACHES (Cont'd) Note that approaches labelled as "GPS" on the MCDU are not affected and can be flown in FINAL APP mode regardless of the MAP position. PROCEDURE FOR RNAV APPROACHES For any approach labelled as RNV on MCDU: VERIFY on the approach chart and on the MCDU that the MAP is at the runway threshold On the MCDU F-PLN page, if the last waypoint of the active F-PLN, displayed in green, is identified as a runway (e.g. LFB032L), it means that the runway threshold is the MAP.  If the MAP is located at the runway (RWY) threshold: Use of the vertical managed guidance mode (FINAL APP) is possible  If the MAP is not located at the runway (RWY) threshold: DO NOT USE vertical managed guidance (FINAL APP) USE NAV mode for lateral guidance USE SELECTED vertical guidance mode only (FPA is recommended) DISREGARD the VDEV symbol, and crosscheck the final descent using altitude versus distance to the MAP. Note:

Approaches labelled as "GPS" on the MCDU can be flown in FINAL APP mode, regardless of the MAP position.

FOR LOC, OR LOC BACK COURSE (B/C) APPROACHES CHECK the position of the MAP on the approach chart  If the MAP is located at the runway (RWY) threshold: VDEV symbol can be used to assist the flight crew in flying the vertical flight path in selected mode.  If the MAP is located before the runway (RWY) threshold: DISREGARD the VDEV symbol, and crosscheck the final descent using the altitude versus the distance to the MAP. END OF OEB31

CTV A320 FLEET FCOM

←B

OEB-31 P 5/6 30 MAY 13





CTV A320 FLEET FCOM

OEB-31 P 6/6 30 MAY 13

OPERATIONS ENGINEERING BULLETINS NO SRS ENGAGEMENT DURING GO AROUND IN THE CASE OF EPR MODE FAULT




NO SRS ENGAGEMENT DURING GO AROUND IN THE CASE OF EPR MODE FAULT


No SRS Engagement During Go Around in the Case of EPR Mode Fault.............................................................A No SRS Engagement During Go Around in the Case of EPR Mode Fault.............................................................B

CTV A320 FLEET FCOM

OEB-36-PLP-TOC P 1/2 28 AUG 13






CTV A320 FLEET FCOM

OEB-36-PLP-TOC P 2/2 28 AUG 13


A320


OEB36 Issue 2.0 Associated with QRH OEB Proc N°: OEB36/1.0 NO SRS ENGAGEMENT DURING GO AROUND IN THE CASE OF EPR MODE FAULT Ident.: OEB-36-00013566.0003001 / 28 AUG 13 Applicable to: PK-GLE, PK-GLF, PK-GLJ


Reason for issue:

Applicable to:

Cancelled by:

CTV A320 FLEET FCOM

Issue2: This OEB is reissued to.complete the "Cancelled by:" and the "CORRECTIVE ACTION" sections with the relevant MOD and Airbus SB references. Issue1: This OEB replaces the A320 OEB 199. One operator reported a case where, at takeoff, the Speed Reference System (SRS) mode did not engage, as expected while setting takeoff thrust. The aircraft was dispatched in N1 rated control mode (EPR control mode inoperative). Investigation has shown that similar misbehavior also applies in the case of go-around with EPR control mode inoperative. This OEB is issued to provide flight crews with an operational procedure in the case of a go-around with EPR control mode inoperative (EPR control mode failure in flight). All A320 family aircraft fitted with IAE engines and Flight Guidance (FG) "I9" (Thales/GE, MOD 34076) "I10" (Honeywell, MOD 35526) standard and subsequent. Flight Guidance (FG) "I11 A" standard (Thales/GE, MOD 151693, Airbus SB A320-22-1345, or Honeywell, MOD 151692, Airbus SB: TBD), "I12" standard (Thales/GE, MOD 152968, Airbus SB A320-22-1380, or Honeywell, MOD152967, Airbus SB A320-22-1379) or

A→

OEB-36 P 1/6 28 AUG 13




"PI12" standard (Thales/GE, MOD 155032, Airbus SB A320-22-1444, or Honeywell, MOD 154192, Airbus SB A320-22-1441) Note: The interchangeability code, given in the Illustrated Part Catalog (IPC), indicates the conditions for interchangeability of equipment. After installation of corrective modification(s)/SB(s), if an Operator reinstalls any equipment affected by this OEB, it is the Operator's responsibility to ensure that the recommendations given in this OEB are applied again for the applicable aircraft.


CTV A320 FLEET FCOM

←A→

OEB-36 P 2/6 28 AUG 13


A320


M R

Localization

T

DU Title

No SRS Engagement During Go Around in the Case of EPR Mode Fault Criteria: 22-1203, IAE, P8015, P8486, P9126 Applicable to: PK-GLE, PK-GLF, PK-GLJ OEB-36 No SRS Engagement During Go Around in the Case of EPR Mode Fault Criteria: 22-1203, IAE, P8015, P8486, P9126 Applicable to: PK-GLE, PK-GLF, PK-GLJ OEB-36

CTV A320 FLEET FCOM

←A

DU identification

DU date

00013566.0003001

28 AUG 13

00013568.0003001

28 AUG 13

OEB-36 P 3/6 28 AUG 13




NO SRS ENGAGEMENT DURING GO AROUND IN THE CASE OF EPR MODE FAULT Ident.: OEB-36-00013568.0003001 / 28 AUG 13 Applicable to: PK-GLE, PK-GLF, PK-GLJ

EXPLANATION The following occurs in case of go-around when engines are in N1 control mode (EPR control mode inoperative). If the flight crew initiates a go-around, go-around modes do not engage and the FMS does not engage the GO AROUND phase, as expected. The Flight Director (FD) does not engage in go-around mode but either remains in current mode or reverts in basic guidance mode (i.e. V/S-HDG or FPA-TRK). Consequently FD crossbars provide the flight crew with inappropriate pitch down orders. If the FD is OFF (or the Flight Path Vector is used) the FD crossbars will not automatically engage (even with the automatic FD crossbars engagement during go-around). If initially engaged, Auto Pilot(s) (APs) disengages. As a consequence the flight crew will have to perform a manual go-around and simultaneously to disengage the FD (if previously engaged). Afterwards APs and FDs can be reengaged. The landing capability is limited to CAT 1. PROCEDURE In the case of go-around with EPR control mode inoperative, perform a manual go-around with no FD: Maximum landing capability is CAT 1. Note:

To perform a manual go-around with no FD, the PF simultaneously announces her/his intention, disengages the AP, applies TOGA and initiates the rotation.

GO-AROUND............................................................................................................... ANNOUNCE AP (if engaged)......................................................................................................................... OFF BOTH FDs (if engaged)............................................................................................................ OFF Action performed by the PNF on PF request. THRUST LEVERS..................................................................................................................TOGA ROTATION................................................................................................................15 °OF PITCH Rotate to 12.5 ° in case of engine failure. FLAPS.......................................................................................................... RETRACT ONE STEP POSITIVE CLIMB.........................................................................................................ANNOUNCE LDG GEAR UP....................................................................................................................ORDER LDG GEAR...................................................................................................................SELECT UP


CTV A320 FLEET FCOM

B→

OEB-36 P 4/6 28 AUG 13




NO SRS ENGAGEMENT DURING GO AROUND IN THE CASE OF EPR MODE FAULT (Cont'd) Adjust pitch to maintain VAPP  When appropriate: Set both FDs to ON (basic guidance modes engage) Engage OP CLB and select appropriate speed and lateral mode AP use as required  When reaching thrust reduction altitude: Set both thrust levers to CL detent  When reaching acceleration altitude: Resume normal acceleration and climb procedures. Note:

CLB or LVR CLB will not flash on the FMA as the A/THR is not available. The FMS does not engage the GO AROUND phase.

OEB REMINDER For aircraft that have the OEB reminder function activated, the ENG 1(2) EPR MODE FAULT ECAM caution procedure and status may be flagged. If the ENG 1(2) EPR MODE FAULT ECAM caution procedure is flagged, the ECAM will display the FOR STS REFER TO QRH line or FOR STS REFER TO OEB line (depending on Flight Warning Computer (FWC) standard) instead of the status itself. To flag the procedure and the status that corresponds to the ENG 1(2) EPR MODE FAULT ECAM caution, the following code must be entered in the FWC OEB database: CODE ENG 1 EPR MODE FAULT 77/11/186/126 ENG 2 EPR MODE FAULT 77/11/187/127

WARN N

STS Y

N

Y

CORRECTIVE ACTION The embodiment of one of the following FG standards cancels the need for this OEB. ‐ Flight Guidance (FG) "I11A" • Thales/GE, MOD 151693, Airbus SB A320 22-1345, or • Honeywell, MOD 151692, Airbus SB: TBD ‐ Flight Guidance (FG) "I12" • Thales/GE, MOD 152968, Airbus SB A320 22-1380, or

CTV A320 FLEET FCOM

←B→


OEB-36 P 5/6 28 AUG 13




NO SRS ENGAGEMENT DURING GO AROUND IN THE CASE OF EPR MODE FAULT (Cont'd) • Honeywell, MOD 152967, Airbus SB: A320-22-1379 ‐ Flight Guidance (FG) "PI12" • Thales/GE, MOD 155032, Airbus SB A320-22-1444, or • Honeywell, MOD 154192, Airbus SB: A320-22-1441. END OF OEB36

CTV A320 FLEET FCOM

←B

OEB-36 P 6/6 28 AUG 13

OPERATIONS ENGINEERING BULLETINS ERRONEOUS RADIO ALTIMETER HEIGHT INDICATION


OPERATIONS ENGINEERING BULLETINS ERRONEOUS RADIO ALTIMETER HEIGHT INDICATION A320



Erroneous Radio Altimeter Height Indication.......................................................................................................... A Erroneous Radio Altimeter Height Indication ........................................................................................ B

CTV A320 FLEET FCOM

OEB-38-PLP-TOC P 1/2 19 JUL 11





CTV A320 FLEET FCOM




RED OEB – RED OEB – RED OEB – RED OEB – RED OEB – RED OEB OEB38 Issue 1.0 Associated with QRH OEB Proc N°: OEB38/1.0 ERRONEOUS RADIO ALTIMETER HEIGHT INDICATION Ident.: OEB-38-00013580.0001001 / 18 MAR 11 Applicable to: ALL

Approved by: Head of Flight Operations Support and Services - This OEB covers a significant operational issue. Non-compliance with this OEB should have a significant impact on the safe operations of the aircraft. The Operators shall distribute its content to all flight crews without delay. An extract of this OEB is provided for insertion in the QRH. - In addition, it is recommended that all Operators rapidly incorporate applicable corrective Service Bulletins as soon as they become available.

Reason for issue:

This OEB replaces the A320 OEB 201 In follow-up to questions received from several Operators, the objective of this OEB is to remind Operators of the possible operational consequences of an erroneous Radio Altimeter (RA) height indication: In addition this OEB is issued to: ‐ Highlight that during ILS (or MLS, GLS) approach with AP engaged, in the event of an unexpected early THR IDLE and FLARE modes engagement, the flight crew must immediately react to prevent the angle-of-attack from increasing. ‐ Provide explanation of erroneous RA height indication effects on Auto Flight System (AFS) and flight control law.


All A318/A319/A320/A321 operators TBD


CTV A320 FLEET FCOM

A→

OEB-38 P 1/6 19 JUL 11



RED OEB – RED OEB – RED OEB – RED OEB – RED OEB – RED OEB Operations Engineering Bulletins are issued by Airbus, as the need arises, to quickly transmit technical and procedural information. They are distributed to all FCOM holders and to others who need advice of changes to operational information. The information in the OEB is recommended by Airbus, but may not be approved by Airworthiness Authorities. If the procedures contained in this OEB differ from the procedures in the AFM, the AFM remains the reference.

CTV A320 FLEET FCOM

←A→

OEB-38 P 2/6 19 JUL 11



RED OEB – RED OEB – RED OEB – RED OEB – RED OEB – RED OEB M

Localization

OEB-38

Criteria: SA Applicable to: ALL OEB-38 Criteria: SA Applicable to: ALL

CTV A320 FLEET FCOM

T

DU Title

DU identification 00013580.0001001

18 MAR 11

Erroneous Radio Altimeter Height Indication

00013582.0001001

18 MAR 11

Erroneous Radio Altimeter Height Indication

←A

DU date

OEB-38 P 3/6 19 JUL 11



RED OEB – RED OEB – RED OEB – RED OEB – RED OEB – RED OEB ERRONEOUS RADIO ALTIMETER HEIGHT INDICATION Ident.: OEB-38-00013582.0001001 / 18 MAR 11 Applicable to: ALL

EXPLANATION If an RA transmits erroneous height indication, this may have any of the following effects on aircraft systems depending on the flight phase. However, these effects may not necessarily occur in every case of an erroneous RA height indication. On the Primary Flight Display (PFD): ‐ The RA height indication (possibly negative) is frozen and appears in either amber or green depending on the height ‐ Discrepancy between both PFDs (RA indications, FD orders, and if both AP engaged, PFD FMAs) On the System Display (SD): ‐ A pulsing Cabin Differential Pressure Advisory appears on CAB PRESS page (No consequence on cabin pressure) Warnings / Callouts: ‐ Untimely Terrain Awareness and Warning System (TAWS) alerts ‐ Untimely or absence of “RETARD” callout ‐ Untimely L/G GEAR NOT DOWN ECAM warning ‐ Absence or interruption of RA automatic callout (height announcement) ‐ Activation of AUTOLAND light warning light in ILS (or MLS, GLS) approach (Refer to FCOM DSC 22_30 - Auto Flight - Flight Guidance) with AP engaged in LAND or FLARE mode when: • One RA height goes below 200 ft and • The difference between both RA height indications is greater than 15 ft. Note:

There is no ECAM message or audio warning in association to the AUTOLAND warning light. The AUTOLAND warning can be triggered even if AUTOLAND is not planned.

Auto Flight System mode changes (indicated on FMA): ‐ NAV mode engagement not possible after take off ‐ During an ILS (or MLS, GLS) approach, and depending on the engaged Flight Guidance (FG) modes, the consequences may be:


CTV A320 FLEET FCOM

B→

OEB-38 P 4/6 19 JUL 11



RED OEB – RED OEB – RED OEB – RED OEB – RED OEB – RED OEB ERRONEOUS RADIO ALTIMETER HEIGHT INDICATION (Cont'd) • Untimely/early engagement of the LAND / FLARE / THR IDLE modes if the RA height used by the FG is erroneous and lower than the real height. Note:

During ILS (or MLS, GLS) approach with AP and A/THR engaged, THR IDLE (RETARD) mode untimely engagement will be associated with an initial pitch attitude increase due to FLARE mode engagement.

• In AUTOLAND, the LAND / FLARE / THR IDLE modes will not engage, if the RA height used by the FG is erroneous and higher than the real height. • In case of Go-Around and if the RA is still frozen at a very low height indication: ▪ SRS and GA TRK modes engage ▪ NAV, HDG or TRK lateral modes cannot be selected ▪ LVR CLB will not be displayed on the FMA at THR RED ALT ▪ ALT* and ALT will not engage at FCU altitude. Disconnecting AP and resetting both FDs enable to recover basic mode (HDG and V/S). During an ILS (or MLS, GLS) approach with AP engaged, if an erroneous and very low RA height indication occurs, THR IDLE and FLARE modes may engage early with the following consequences: ‐ In CONF FULL, the High Angle of Attack protection is not available. As a consequence the autopilot will not automatically disconnect at α prot +1 °. If the flight crew does not immediately react, the angle-of-attack will increase and may reach the stall value. ‐ In configurations other than CONF FULL, the High Angle of Attack autopilot disconnection is available. The autopilot will automatically disconnect at α prot +1 °. ‐ Loss of ALPHA FLOOR. ‐ The LOW ENERGY AUDIO WARNING – “SPEED SPEED SPEED” - remains available. In case of activation of LOW ENERGY AUDIO WARNING, the flight crew must react as per procedure (QRH ABN 22.2). ‐ In CONF FULL, the auto-trim function is inhibited. ‐ In manual flight or after AP disconnection, significant longitudinal sidestick input may be required. PROCEDURE During all phases of flight, the flight crew must monitor and crosscheck all primary flight parameters and FMA indications.


CTV A320 FLEET FCOM

←B→

OEB-38 P 5/6 19 JUL 11



RED OEB – RED OEB – RED OEB – RED OEB – RED OEB – RED OEB ERRONEOUS RADIO ALTIMETER HEIGHT INDICATION (Cont'd) During ILS (or MLS, GLS) approach with AP engaged, in the event of an unexpected early THR IDLE and FLARE modes engagement, the flight crew must immediately react as follows: ‐ Immediately perform an automatic Go-Around (Thrust Levers set to TOGA), OR ‐ Immediately disconnect the AP, ‐ Then continue the landing using raw data or visual references (FDs set to OFF), OR ‐ Perform a manual Go-Around (Thrust Levers set to TOGA). Significant longitudinal sidestick input may be required. Note:

1. If the flight crew does not immediately react, the angle-of-attack will increase and may reach the stall value. 2. In case of Go-Around and if the RA is still frozen at a very low height indication: ‐ ‐ ‐ ‐

SRS and GA TRK modes engage NAV, HDG or TRK lateral modes cannot be selected LVR CLB will not be displayed on the FMA at THR RED ALT ALT* and ALT will not engage at FCU altitude

Disconnecting AP and resetting both FDs enable to recover basic modes (HDG and V/S). 3. In CONF FULL, the auto-trim function is inhibited. Retracting one step enable to recover the auto-trim function. For all the others events that may occur during approach, there is no change in the procedures or in the recommended flight crew reactions. Flight crews must report, in the technical logbook, any of the above-listed consequences of erroneous RA height. CORRECTIVE ACTION Airbus is currently investigating to find the permanent fixes that will cancel the need for this OEB. END OF OEB38

CTV A320 FLEET FCOM

←B

OEB-38 P 6/6 19 JUL 11

OPERATIONS ENGINEERING BULLETINS AIR ENG 1(2) BLEED ABNORMAL PR OR AIR ENG 1(2) BLEED FAULT


OPERATIONS ENGINEERING BULLETINS AIR ENG 1(2) BLEED ABNORMAL PR OR AIR ENG 1(2) BLEED FAULT A320



AIR ENG 1(2) BLEED ABNORMAL PR or AIR ENG 1(2) BLEED FAULT............................................................. A AIR ENG 1(2) BLEED ABNORMAL PR or AIR ENG 1(2) BLEED FAULT............................................................. B

CTV A320 FLEET FCOM






CTV A320 FLEET FCOM




OEB40 Issue 1.0 Associated with QRH OEB Proc N°: OEB40/1.0 AIR ENG 1(2) BLEED ABNORMAL PR OR AIR ENG 1(2) BLEED FAULT Ident.: OEB-40-00013607.0001001 / 18 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLH, PK-GLI, PK-GLJ


Reason for issue:


This OEB replaces the A320 OEB 203. Subsequent to several dual bleed loss cases reported by Operators, Airbus decided to develop different technical solutions to improve the robustness of the bleed system. These technical solutions, although significantly reducing the number of dual bleed loss occurrences, cannot fully avoid such occurrences. Therefore, this OEB is published in order to provide all SA Operators with operational procedures aiming at further reducing the number of dual bleed loss occurrences, whatever the bleed system solution installed. All A320 family aircraft. FWC Standard H2-F6 (MOD 151269)


CTV A320 FLEET FCOM

A→

OEB-40 P 1/6 30 MAY 12




CTV A320 FLEET FCOM

←A→

OEB-40 P 2/6 30 MAY 12



M

Localization

OEB-40

T

DU Title

AIR ENG 1(2) BLEED ABNORMAL PR or AIR ENG 1(2) BLEED FAULT

DU identification 00013607.0001001

DU date

18 MAR 11

Criteria: SA Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLH, PK-GLI, PK-GLJ OEB-40 AIR ENG 1(2) BLEED ABNORMAL PR or 00013608.0001001 18 MAR 11 AIR ENG 1(2) BLEED FAULT Criteria: SA Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLH, PK-GLI, PK-GLJ

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OEB-40 P 3/6 30 MAY 12



AIR ENG 1(2) BLEED ABNORMAL PR OR AIR ENG 1(2) BLEED FAULT Ident.: OEB-40-00013608.0001001 / 18 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLH, PK-GLI, PK-GLJ

EXPLANATION In case of AIR ENG 1(2) BLEED ABNORMAL PR or AIR ENG 1(2) BLEED FAULT ECAM cautions, the current associated ECAM procedures, ask to open the crossbleed valve in order to supply both Packs (or one Pack and the Wing Anti-Ice system) with the remaining engine bleed. This leads to an increase in air demand on the remaining engine bleed. On ageing bleed equipment or due to undetected failure, the remaining bleed may not succeed in sustaining this increase in air demand. In that case, it can result in an overheat of the remaining engine bleed and subsequent loss of the entire engine bleed system, leading to possible emergency descents. The purpose of this OEB is, therefore, to prevent from the loss of the remaining engine bleed by reducing the bleed air demand, when the first engine bleed has been already lost. PROCEDURE Apply the corresponding procedures if one of the following ECAM caution is triggered: ‐ AIR ENG 1(2) BLEED ABNORMAL PR ‐ AIR ENG 1(2) BLEED FAULT AIR ENG 1(2) BLEED ABNORMAL PR  If Wing Anti-Ice is OFF PACK FLOW....................................................................................................LO (A319/A320) ECON FLOW............................................................................................................ ON (A321) AFT CARGO HOT AIR (if installed)................................................................................... OFF X BLEED..........................................................................................................................OPEN BLEED page....................................................................................... SELECT and MONITOR  If the precooler outlet temperature of the remaining bleed exceeds 240 °C within 2 min after X BLEED valve opening: PACK (on the first affected bleed side)....................................................................... OFF Note:

If Wing Anti-Ice is required (icing conditions) while operating with one PACK, consider switching OFF the remaining pack, if aircraft's altitude permits.

 If Wing Anti-Ice is ON  If both PACKS are ON PACK (affected bleed side)..........................................................................................OFF X BLEED..........................................................................................................................OPEN


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OEB-40 P 4/6 30 MAY 12



AIR ENG 1(2) BLEED ABNORMAL PR OR AIR ENG 1(2) BLEED FAULT (Cont'd) BLEED Page.......................................................................................SELECT and MONITOR  If the precooler outlet temperature of the remaining bleed exceeds 240 °C within 2 min after X BLEED valve opening: BLEED AIR DEMAND.......................................................................................... REDUCE Consider reducing the bleed air demand, by, depending on the flight conditions: ‐ Switching OFF the remaining pack (if aircraft's altitude permits), or ‐ Switching OFF the Wing Anti-Ice system (if no longer icing conditions). AIR ENG 1(2) BLEED FAULT ENG BLEED affected................................................................................................................OFF  If Wing Anti-Ice is OFF PACK FLOW....................................................................................................LO (A319/A320) ECON FLOW............................................................................................................ ON (A321) AFT CARGO HOT AIR (if installed)................................................................................... OFF X BLEED..........................................................................................................................OPEN BLEED Page.......................................................................................SELECT and MONITOR  If the precooler outlet temperature of the remaining bleed exceeds 240 °C within 2 min after X BLEED valve opening: PACK (on the first affected bleed side)....................................................................... OFF Note:

If Wing Anti-Ice is required (icing conditions) while operating with one PACK, consider switching OFF the remaining pack, if aircraft's altitude permits.

 If Wing Anti-Ice is ON  If both PACKS are ON PACK (affected bleed side)..........................................................................................OFF X BLEED..........................................................................................................................OPEN BLEED Page.......................................................................................SELECT and MONITOR  If the precooler outlet temperature of the remaining bleed exceeds 240 °C within 2 min after X BLEED valve opening: BLEED AIR DEMAND.......................................................................................... REDUCE Consider reducing the bleed air demand, by, depending on the flight conditions: ‐ Switching OFF the remaining pack (if aircraft's altitude permits), or ‐ Switching OFF the Wing Anti-Ice system (if no longer icing conditions). Continued on the following page

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OEB-40 P 5/6 30 MAY 12



AIR ENG 1(2) BLEED ABNORMAL PR OR AIR ENG 1(2) BLEED FAULT (Cont'd) OEB REMINDER For aircraft that have the OEB reminder function activated, the AIR ENG 1(2) BLEED ABNORMAL PR and AIR ENG 1(2) BLEED FAULT ECAM cautions procedure and status may be flagged. If the AIR ENG 1(2) BLEED ABNORMAL PR and AIR ENG 1(2) BLEED FAULT ECAM cautions procedure are flagged, the ECAM will display the REFER TO QRH PROC line or REFER TO QRH/OEB PROC line (depending on Flight Warning Computer (FWC) standard) instead of the procedure itself. To flag the procedure and the status that corresponds to the AIR ENG 1(2) BLEED ABNORMAL PR and AIR ENG 1(2) BLEED FAULT ECAM cautions, the following code must be entered in the FWC OEB database: CODE AIR ENG 1 BLEED ABNORMAL PR 36/11/150/081 AIR ENG 2 BLEED ABNORMAL PR 36/11/160/083 AIR ENG 1 BLEED FAULT 36/21/010/075 AIR ENG 2 BLEED FAULT 36/21/020/077

WARN Y

STS N

Y

N

Y

N

Y

N

CORRECTIVE ACTION The embodiment of FWC Standard H2-F6 (MOD 151269) cancels the need for this OEB. END OF OEB40

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OEB-40 P 6/6 30 MAY 12

OPERATIONS ENGINEERING BULLETINS ERRONEOUS ALTERNATE FUEL PREDICTIONS UPON MODIFICATION OF A COMPANY ROUTE IN THE ALTERNATE FLIGHT PLAN



A320


ERRONEOUS ALTERNATE FUEL PREDICTIONS UPON MODIFICATION OF A COMPANY ROUTE IN THE ALTERNATE FLIGHT PLAN PRELIMINARY PAGES - TABLE OF CONTENTS

Erroneous Alternate Fuel Predictions Upon Modification of a Company Route in the Alternate Flight Plan........... A Erroneous Alternate Fuel Predictions Upon Modification of a Company Route in the Alternate Flight Plan........... B

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A320


ERRONEOUS ALTERNATE FUEL PREDICTIONS UPON MODIFICATION OF A COMPANY ROUTE IN THE ALTERNATE FLIGHT PLAN PRELIMINARY PAGES - TABLE OF CONTENTS


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A320

ERRONEOUS ALTERNATE FUEL PREDICTIONS UPON MODIFICATION OF A COMPANY ROUTE IN THE ALTERNATE FLIGHT PLAN


OEB41 Issue 2.0 Associated with QRH OEB Proc N°: OEB41/1.0 ERRONEOUS ALTERNATE FUEL PREDICTIONS UPON MODIFICATION OF A COMPANY ROUTE IN THE ALTERNATE FLIGHT PLAN Ident.: OEB-41-00013609.0001001 / 08 OCT 12 Applicable to: PK-GLE, PK-GLF, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY


Reason for issue:


Issue 2: This OEB is reissued to enhance the display of the MCDU FUEL PRED page (without technical change). The objective is to address format standardization and enhanced readability. Issue 1: This OEB replaces the A320 OEB 204. This OEB is issued to inform the operators of the following: Erroneous alternate (ALTN) fuel predictions are experienced when the flight crew modifies a company route (CO RTE) previously inserted in the alternate Flight Plan (F-PLN). This OEB provides an explanation and operational recommendations in case of erroneous ALTN fuel predictions. Aircraft with Honeywell FMGC Release 1A "H2" (MOD 38778, Airbus SB A320 22-1269 and MOD 38779, Airbus SB A320 22-1270) Future Honeywell Standard MOD/Airbus SB to be determined later.


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A320




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Erroneous Alternate Fuel Predictions 00013609.0001001 08 OCT 12 Upon Modification of a Company Route in the Alternate Flight Plan Criteria: 22-1269, 22-1270, P10762 Applicable to: PK-GLE, PK-GLF, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY OEB-41 Erroneous Alternate Fuel Predictions 00013610.0001001 08 OCT 12 Upon Modification of a Company Route in the Alternate Flight Plan Criteria: 22-1269, 22-1270, P10762 Applicable to: PK-GLE, PK-GLF, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY OEB-41

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OEB-41 P 3/6 30 MAY 13


A320



ERRONEOUS ALTERNATE FUEL PREDICTIONS UPON MODIFICATION OF A COMPANY ROUTE IN THE ALTERNATE FLIGHT PLAN Ident.: OEB-41-00013610.0001001 / 08 OCT 12 Applicable to: PK-GLE, PK-GLF, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

EXPLANATION When the flight crew modifies the CO RTE in the ALTN F-PLN, the FMS no longer computes the ALTN fuel predictions (refer to the below illustration). This CO RTE could be extracted from the Navigation database or stored by the flight crew. The modification of the CO RTE by the flight crew could be for example an entry of a departure or an arrival procedure.

The consequences of the CO RTE modification are: ‐ The fuel predictions are set to zero for the ALTN (solid circles) on FUEL PRED page (also on INIT FUEL PRED if done on ground) This condition is sufficient to apply the operational recommendations provided in the "PROCEDURE" paragraph. ‐ The Estimated Fuel On Board (EFOB) and the predicted UTC (solid circles) at ALTN destination becomes equal to the EFOB and the UTC at the Primary Destination ‐ If the ALTN fuel and the MIN DEST FOB values on FUEL PRED page are both at their default value (i.e. have not been modified by the crew), the MIN DEST FOB (solid circle) becomes erroneous (equal to FINAL instead of FINAL+ ALTN). Therefore, the MCDU scratchpad message "DEST EFOB BELOW MIN", is no longer triggered on the expected threshold ‐ If the flight crew had entered a value for the ALTN fuel, the entry is correctly used (but no more modifiable unless a new ALTN is entered)


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OEB-41 P 4/6 30 MAY 13


A320



ERRONEOUS ALTERNATE FUEL PREDICTIONS UPON MODIFICATION OF A COMPANY ROUTE IN THE ALTERNATE FLIGHT PLAN (Cont'd) ‐ If the flight crew had manually entered the MIN DEST FOB value on FUEL PRED page (but not the ALTN fuel value), then the message "CHECK MIN DEST FOB" is no longer triggered at the correct threshold However, the new ALTN F-PLN is correctly displayed on the F-PLN page, the Navigation Display (ND) and the INIT page correctly shows the ALTN identifier. Note:

The EFOB of the primary destination remains correctly computed (dashed circle).

The reason for the anomaly is that when the ALTN CO RTE is modified, the FMS erroneously assumes there is no alternate F-PLN anymore for the fuel predictions. An additional modification of the ALTN F-PLN enables to recover correct ALTN fuel predictions. PROCEDURE This procedure only applies when a CO RTE is used for ALTN F-PLN. In the case of ALTN fuel predictions erroneously set to zero further to a modification of this ALTN F-PLN: ENTER manually a waypoint in the en-route F-PLN (neither in the departure, nor in the arrival), to start a new computation of ALTN fuel predictions Maintain or delete the entered waypoint at convenience Check the ALTN fuel predictions are correct CORRECTIVE ACTION A future Honeywell FMS standard, will cancel this OEB (MOD and Airbus SB to be determined later). END OF OEB41

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OEB-41 P 5/6 30 MAY 13


A320




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OEB-41 P 6/6 30 MAY 13

OPERATIONS ENGINEERING BULLETINS INCORRECT VERTICAL PROFILE DURING NON PRECISION APPROACHES




INCORRECT VERTICAL PROFILE DURING NON PRECISION APPROACHES


Incorrect Vertical Profile During Non Precision Approaches...................................................................................A Incorrect Vertical Profile During Non Precision Approaches...................................................................................B

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A320


OEB42 Issue 2.0 Associated with QRH OEB Proc N°: OEB42/1.0 INCORRECT VERTICAL PROFILE DURING NON PRECISION APPROACHES Ident.: OEB-42-00013611.0001001 / 23 JUL 13 Applicable to: PK-GLG, PK-GLJ


Reason for issue:


Issue 02: This OEB is reissued in order to provide the cancellation criteria. Issue 01: This OEB replaces the A320 OEB 205. This OEB is issued to provide the operators with the operational recommendations to apply when the flight crew performs a Non Precision Approach (NPA) with two or more Flight Path Angle (FPA) coded in the Navigation DataBase (NDB). All A318/A319/A320/A321 aircraft with Thales/GE FMS 2 (Rev 2+ "S4", Release 1A "S5" and "S6") Thales/GE FMS 2 Release 1A (R1A) "S7" standard


Operations Engineering Bulletins are issued by Airbus, as the need arises, to quickly transmit technical and procedural information. They are distributed to all FCOM holders and to others who need advice of changes to operational information. The information in the OEB is recommended by Airbus, but may not be approved by Airworthiness Authorities. If the procedures contained in this OEB differ from the procedures in the AFM, the AFM remains the reference. CTV A320 FLEET FCOM

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OEB-42 P 1/8 26 JUL 13


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OEB-42

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Incorrect Vertical Profile During Non Precision Approaches

Criteria: 22-1263, P7372 Applicable to: PK-GLG, PK-GLJ OEB-42 Incorrect Vertical Profile During Non Precision Approaches Criteria: 22-1263, P7372 Applicable to: PK-GLG, PK-GLJ

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DU identification

DU date

00013611.0001001

23 JUL 13

00013612.0001001

23 JUL 13

OEB-42 P 2/8 26 JUL 13




INCORRECT VERTICAL PROFILE DURING NON PRECISION APPROACHES Ident.: OEB-42-00013612.0001001 / 23 JUL 13 Applicable to: PK-GLG, PK-GLJ

EXPLANATION BACKGROUND The FMS computes the vertical profile of the final approach backwards from an anchor point that is the Missed Approach Point (MAP), the Runway threshold (RWY) or the Final End Point (FEP). The FMS adapts its vertical profile to take into account for each waypoint, the following Navigation DataBase data: ‐ FPAs ‐ Altitude constraints. Note:

The OEB scenario can impact RNP AR procedures. However, the mandatory preliminary validation of such procedures enables operators to detect the misbehaviour in advance. It is then possible for operators to ask for a new coding of the approach.

Note:

The use of FLS is not affected as the computation of the FLS beam is not impacted.

DESCRIPTION OF THE MISBEHAVIOUR When the theoretical altitude of the FAF, based on the FPA coded on the anchor point (called “FPA-based altitude” in this document), is higher than or equal to the FAF altitude constraint, the FMS erroneously disregards the FPA coded on the FAF.

As a result, the vertical profile before the FAF may erroneously consist in: ‐ A descent segment (not respecting the coded FPA), followed by ‐ A level off at the altitude constraint coded at the FAF. Continued on the following page

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OEB-42 P 3/8 26 JUL 13




INCORRECT VERTICAL PROFILE DURING NON PRECISION APPROACHES (Cont'd) Note that this altitude constraint at the FAF should always respect the Minimum Obstacle Clearance (MOC) altitude. See the below illustration (example): Approach chart


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OEB-42 P 4/8 26 JUL 13




INCORRECT VERTICAL PROFILE DURING NON PRECISION APPROACHES (Cont'd) Aircraft trajectory


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INCORRECT VERTICAL PROFILE DURING NON PRECISION APPROACHES (Cont'd) MCDU example

LIST OF IMPACTED APPROACHES The Flight Operations/Engineering department of operators can identify the potentially impacted NPAs with the help of: ‐ A list established by Airbus, or ‐ With a Navigation DataBase reading tool. For this second solution, they have to extract from the Navigation DataBase all NPAs having both: ‐ AT OR ABOVE altitude constraint coded at the FAF ‐ A FPA coded on the FAF (i.e. intended for the leg preceding the FAF). When a list of potentially impacted procedures is established, the operator can also study each procedure to check whether the actual FMS vertical profile is acceptable. This check can be performed in a simulator or with an aircraft when the weather conditions are VMC (Visual Meteorological Conditions). This check enables to establish a list of impacted NPAs. Continued on the following page

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INCORRECT VERTICAL PROFILE DURING NON PRECISION APPROACHES (Cont'd) PROCEDURE The following procedure only applies for flight crew.  If the operator has established a list of impacted NPAs, updated with the current Navigation DataBase cycle: When preparing a NPA, the flight crew must check if the procedure is in the list or not:  If the procedure is not in the list (i.e. not impacted): There is no restriction on the use of managed lateral and vertical guidance.  If the procedure is in the list (i.e. impacted): USE SELECTED vertical guidance (FPA) mode only DO NOT USE vertical managed guidance (FINAL APP) DISREGARD the VDEV symbol  If the operator has not established a list of impacted NPAs, or if the list is not updated with the current Navigation DataBase cycle: The flight crew must check if the procedure contains (refer to the MCDU example): ‐ Two or more FPA between the descent point and the MAP/RWY/FEP and ‐ An AT OR ABOVE altitude constraint coded at the FAF  If the above coding is not used in the procedure, There is no restriction on the use of managed lateral and vertical guidance.  If the above coding is used in the procedure: USE SELECTED vertical guidance (FPA) mode only DO NOT USE vertical managed guidance (FINAL APP) DISREGARD the VDEV symbol Note:

1. On an impacted NPA, NAV mode may still be used for lateral guidance. 2. For an impacted RNAV approach, the flight crew must not use the LNAV/VNAV minimum.

In all cases, the flight crew should check the approach procedure through the MCDU (Refer to FCOM - Procedure - Normal Procedures - Standard Operating Procedures - Descent Preparation). If during the approach, the aircraft does not follow the published vertical profile, the flight crew should revert into selected vertical guidance mode. Continued on the following page

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INCORRECT VERTICAL PROFILE DURING NON PRECISION APPROACHES (Cont'd) CORRECTIVE ACTION The Thales/GE FMS 2 R1A “S7” standard cancels this OEB (MOD 154301 or, 154302 or, 155031 or, 155032 and Airbus SB 22-1442 or, 22-1444). END OF OEB42

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OEB-42 P 8/8 26 JUL 13

OPERATIONS ENGINEERING BULLETINS F/CTL SPOILER FAULT


OPERATIONS ENGINEERING BULLETINS F/CTL SPOILER FAULT A320



F/CTL SPOILER FAULT..........................................................................................................................................A F/CTL SPOILER FAULT..........................................................................................................................................B

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OEB43 Issue 3.0 Associated with QRH OEB Proc N°: OEB43/4.0 F/CTL SPOILER FAULT Ident.: OEB-43-00013694.0001001 / 21 MAY 12 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLH, PK-GLI, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

- This OEB covers a significant operational issue. Non-compliance with this OEB should have a significant impact on the operations of the aircraft. The Operators shall distribute its content to all flight crews without delay. An extract of this OEB is provided for insertion in the QRH. - It is recommended that all Operators accelerate the incorporation of all corrective Service Bulletins as soon as they become available.

Reason for issue:

This OEB replaces the A320 OEB 208. ‐ Several cases of spoiler runaway occurring in flight have been reported. During these events, the failed spoiler remained in the full deflected position for the remaining of the flight. The purpose of this OEB is to inform operators about the operational impact of such a failure and to provide the associated operational procedure. ‐ Following flight test, this OEB is revised to modify the procedure part of this OEB and to give the corrective action that cancel the need for this OEB. ‐ This OEB is revised to take into account the publication of In-Flight Landing Distances (QRH FPE-IFL).


All A318/A319/A320/A321 Aircrafts. H2F7 FWC Standard


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OEB-43 F/CTL SPOILER FAULT 00013694.0001001 21 MAY 12 Criteria: SA Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLH, PK-GLI, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU OEB-43 F/CTL SPOILER FAULT 00013696.0001001 21 MAY 12 Criteria: SA Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLH, PK-GLI, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

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OEB-43 P 3/6 30 MAY 13



F/CTL SPOILER FAULT Ident.: OEB-43-00013696.0001001 / 21 MAY 12 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLH, PK-GLI, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

EXPLANATION Investigations have shown that the root cause of these events is the deterioration of an O-ring seal in the spoiler's servo-valve. This deterioration allows high hydraulic pressure to go in the extension piston chamber leading to an uncontrolled spoiler deflection in full position. In most of cases, the autopilot has not enough authority to counteract the roll induced by spoiler runaway. Therefore, the autopilot disconnects and the flight crew takes over to recover wing level in normal law. When this issue occurs, the F/CTL SPLR FAULT ECAM caution triggers and the F/CTL S/D page shows an amber deflected arrow on the failed spoiler. This information does not, however, enable the flight crew to determine whether the faulty spoiler is partially or fully deflected. AIRBUS recommendations assume that if the F/CTL SPLR FAULT ECAM caution triggers, along with at least one amber deflected spoiler arrow displayed on the F/CTL S/D page, the spoiler is supposed to be fully deflected. PROCEDURE  If F/CTL SPLR FAULT is triggered F/CTL S/D page............................................................................................................ CHECK The flight crew should check the spoiler position on the F/CTL System Display page.  If all amber spoilers are indicated retracted: Loss of one or more spoilers in the retracted position. In such a case, the flight crew must apply the following operational procedure that reflects the F/CTL SPLR FAULT ECAM caution. Continued on the following page

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OEB-43 P 4/6 30 MAY 13



F/CTL SPOILER FAULT (Cont'd)

 If at least one spoiler is indicated deflected in amber, apply the following procedure: F/CTL SPLR FAULT

AP................................................................................................................................. OFF Depending on the failed spoiler position, the AP may not have enough authority to counteract the roll induced by spoiler runaway. SPEED................................................................................................................ GDOT+10 Whenever possible, target green dot speed +10 kt to minimize fuel consumption. However, if buffet is encountered at GDOT speed +10 kt, increase speed to fly out of buffet condition. CRUISE ALTITUDE....................................................................................AS REQUIRED Current Flight Level (FL) may not be maintained due to increased drag. Maintain a cruise FL as high as possible. FUEL CONSUMPTION INCREASED FMS FUEL PRED.......................................................................................... DISREGARD FUEL CONSUMPTION...................................................................................DETERMINE DIVERSION...................................................................................................... CONSIDER APPR PROC

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OEB-43 P 5/6 30 MAY 13



F/CTL SPOILER FAULT (Cont'd) In clean configuration, if VLS is above VFENEXT, the flight crew should deselect A/THR, decelerate to VFENEXT, and select CONF 1 when below VFENEXT. When established at CONF 1, the flight crew can reengage the A/THR and use managed speed again. FOR LDG........................................................................................................USE FLAP 3 GPWS LDG FLAP 3...................................................................................................... ON LANDING PERFORMANCE ASSESSMENT.................................................... PERFORM For Landing Performance assessment refer to QRH FPE-IFL OEB REMINDER For aircraft that have the OEB Reminder Function activated, the F/CTL SPLR FAULT ECAM caution procedure and status may be flagged. If the F/CTL SPLR FAULT ECAM caution procedure is flagged, the ECAM will display the "REFER TO QRH PROC" line or "REFER TO QRH/OEB PROC" line (depending on Flight Warning Computer (FWC) standard) instead of the procedure itself. To flag the procedure and the status that corresponds to the F/CTL SPLR FAULT ECAM caution, the following code must be entered in the FWC OEB database: F/CTL SPLR FAULT 27/00/300/068

Code

WARN Y

STS Y

CORRECTIVE ACTION H2F7 FWC standard will cancel the need for this OEB and should be available end 2012 at the earliest. END OF OEB43

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OEB-43 P 6/6 30 MAY 13

OPERATIONS ENGINEERING BULLETINS L/G GEAR NOT DOWNLOCKED


OPERATIONS ENGINEERING BULLETINS L/G GEAR NOT DOWNLOCKED A320



L/G GEAR NOT DOWNLOCKED............................................................................................................................A L/G GEAR NOT DOWNLOCKED ..........................................................................................................B

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OEB44 Issue 2.0 Associated with QRH OEB Proc N°: OEB44/4.0 L/G GEAR NOT DOWNLOCKED Ident.: OEB-44-00013697.0001001 / 21 MAY 12 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLH, PK-GLI, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

- This OEB covers a significant operational issue. Non-compliance with this OEB should have a significant impact on the operations of the aircraft. The Operators shall distribute its content to all flight crews without delay. An extract of this OEB is provided for insertion in the QRH. - It is recommended that all Operators accelerate the incorporation of all corrective Service Bulletins as soon as they become available.

Reason for issue:


Issue 2: This OEB is reissued to improve the display of the L/G GEAR NOT DOWNLOCKED procedure. Issue 1: This OEB replaces the A320 OEB 209. This OEB is issued to provide operational recommendations in the case of L/G GEAR NOT DOWNLOCKED ECAM warning. All A320 family aircraft H2F7 FWC STD



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OEB-44 L/G GEAR NOT DOWNLOCKED 00013697.0001001 21 MAY 12 Criteria: SA Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLH, PK-GLI, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU OEB-44 L/G GEAR NOT DOWNLOCKED 00013698.0001001 21 MAY 12 Criteria: SA Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLH, PK-GLI, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

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OEB-44 P 2/4 30 MAY 13



L/G GEAR NOT DOWNLOCKED Ident.: OEB-44-00013698.0001001 / 21 MAY 12 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLH, PK-GLI, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

EXPLANATION The current L/G GEAR NOT DOWNLOCKED ECAM warning procedure requires the recycling of the landing gear before initiating L/G gravity extension. Recent study has shown that waiting for 2 min after the recycling of the landing gear may allow gears to extend under normal powered extension. Waiting for 2 min before extending the landing gear by gravity will allow hydraulic pressure to continue to act on doors and gears. In the case the landing gear is not locked down within 30 s after the lever is selected down, this waiting time may allow the normal landing gear extension to work successfully. Therefore this OEB is issued to recommend that after the recycling of the landing gear, the flight crew waits for 2 min before extending the landing gear by gravity. PROCEDURE Apply the following procedure if the ECAM triggers the L/G GEAR NOT DOWNLOCKED warning:

OEB REMINDER For aircraft that have the OEB Reminder Function activated, the L/G GEAR NOT DOWNLOCKED ECAM warning procedure and status may be flagged. If the L/G GEAR NOT DOWNLOCKED ECAM warning procedure is flagged, the ECAM will display the "REFER TO QRH PROCline or "REFER TO QRH/OEB PROC" line (depending on Flight Warning Computer (FWC) standard) instead of the procedure itself. To flag the procedure and the status that corresponds to the L/G GEAR NOT DOWNLOCKED ECAM warning, the following code must be entered in the FWC OEB database:


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OEB-44 P 3/4 30 MAY 13



L/G GEAR NOT DOWNLOCKED (Cont'd) CODE L/G GEAR NOT DOWNLOCKED 32/00/140/046

WARN Y

STS N

CORRECTIVE ACTION H2F7 FWC standard will introduce this recommendation in the L/G GEAR NOT DOWNLOCKED ECAM warning. Therefore, H2F7 FWC standard will cancel the need for this OEB. END OF OEB44

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OEB-44 P 4/4 30 MAY 13

FLIGHT CREW BULLETINS


FLIGHT CREW BULLETINS PRELIMINARY PAGES A320


TABLE OF CONTENTS

FCB-10 Introduction FCB-FCB2 Operation in Windshear/Downburst Conditions FCB-FCB5 Avoiding Tailstrikes FCB-FCB7 FQI Accuracy FCB-FCB9 Thrust Acceleration in A/THR Modes FCB-FCB11 Radio Altimeter Anomalies during Adverse Weather Conditions FCB-FCB12 FMGS Navigation Database FCB-FCB13 Specific Features of the FMGS Full Standard FCB-FCB16 Operation of Fleets with/without CPIP FCB-FCB17 Characteristic and Protection Speeds FCB-FCB18 Ground Speed Mini Function FCB-FCB20 Publication of some Attendant Information Bulletins FCB-FCB23 Use of Managed Guidance in Approach and NAV Database Validation FCB-FCB24 Aircraft Handling in Final Approach FCB-FCB25 Use of Rudder on Transport Category Airplanes FCB-FCB27 Automatic Landing Performance

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FCB-PLP-TOC P 1/2 30 MAY 13



TABLE OF CONTENTS


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FCB-PLP-TOC P 2/2 30 MAY 13



M

Localization


DU identification

DU date


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FCB-PLP-LETDU P 1/2 28 AUG 13





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FCB-PLP-LETDU P 2/2 28 AUG 13

FLIGHT CREW BULLETINS INTRODUCTION


FLIGHT CREW BULLETINS INTRODUCTION A320



Introduction...............................................................................................................................................................A

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FCB-10-PLP-TOC P 1/2 19 JUL 11





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FCB-10-PLP-TOC P 2/2 19 JUL 11



INTRODUCTION Ident.: FCB-10-00013099.0001001 / 02 MAR 11 Applicable to: ALL

FCOM Bulletins were created to provide complementary technical/operational explanations related to the information included in the Flight Crew Operating Manuals (FCOMs). The objective of FCOM Bulletins differs from that of Operations Engineering Bulletins (OEBs). OEBs are issued to rapidly address specific problems that have an operational impact. They are created, as needed, in order to quickly transmit technical and procedural information, and are normally issued in response to a detected irregularity or an abnormal aircraft/system behavior. FCOM Bulletins are periodically issued to address one or several subjects and include supplementary explanations concerning procedures, system descriptions, performance, and regulations. They are updated as the need arises and are filed in FCOM/FCB Flight Crew Bulletins.

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A

FCB-10 P 1/2 19 JUL 11




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FCB-10 P 2/2 19 JUL 11

FLIGHT CREW BULLETINS OPERATION IN WINDSHEAR/DOWNBURST CONDITIONS


FLIGHT CREW BULLETINS OPERATION IN WINDSHEAR/DOWNBURST CONDITIONS A320



Operation in Windshear/Downburst Conditions.......................................................................................................A

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FCB-FCB2-PLP-TOC P 1/2 13 NOV 12





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OPERATION IN WINDSHEAR/DOWNBURST CONDITIONS Ident.: FCB-FCB2-00013101.0001001 / 09 OCT 12 Applicable to: ALL

GENERALITY Windshear-related problems are generally connected to "a change in wind direction and/or speed over a very short distance in the atmosphere". The most prominent meteorological conditions conducive to this are: ‐ Convective storm shear (air mass and frontal thunderstorms, downburst, wet and dry microburst), ‐ Non-convective (cold and warm) frontal systems, ‐ Windshear associated with strong winds near the ground.

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FCB-FCB2 P 1/16 13 NOV 12



WINDSHEAR ASSOCIATED WITH CONVECTIVE CLOUDS AND STORM CELLS ‐ The air-mass thunderstorm develops from localized earth surface heating with air rising and cooling to form cumulus clouds. As these keep growing, heavy rain and hail precipitation begins to develop in the higher areas thereby cutting off the updraft energy source and eventually dissipating the thunderstorm cell. A surge of cold air emerging from the heavy rain and associated downdraft can produce: • A downburst, i.e. strong downdrafts inducing an outburst of damaging winds on or near the ground, • A gust front with blowing dust on the earth surface, • A shear boundary with turbulent flow due to interaction with the warm, undisturbed environmental air.

‐ Frontal thunderstorms are usually more tilted in the vertical, allowing precipitation to fall away from the updraft and airflow intensity within the storm accelerating much more than for the simple air-mass thunderstorm, sometimes resulting in a tornado. ‐ Microbursts consist of intense, non rotating, highly localized downward airflows with velocities up to 7 000 fpm that may emanate below a convective cloud base. Some of these microbursts will expose penetrating aircraft to major safety hazards whatever technique is used in anticipation/reaction.

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Microbursts can take 2-5 min to develop maximum intensity and may then be sustained for an equal period of time. They tend to develop in groups which may be merged, delaying dissipation to 30 min. Present knowledge contends that approximately one in a hundred heavy rain thunderstorms produce microbursts. It was determined that microbursts can also occur in relatively dry conditions. Once it gains sufficient downward momentum, a downflow with evaporative cooling accelerates to the earth's surface to induce a "dry microburs" with very light or non-existant precipitation, called virga. "Wet microburst" are expected to occur in the wet regions of the world. Dry microbursts are commonly seen in the dry areas and most likely below cumulus cloud when dew point is 30 °C or more below ambient temperature. Changes in meteorological conditions associated with both macro and microbursts tend to be very complicated.

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CONDITIONS Air temperature Dew point spread Surface pressure

MACROBURSTS ISA + 15 °C decreasing Increase (20-40 °C) Rise or fall (up to 2/3 mb)

MICROBURSTS ISA + 15 °C increasing or decreasing Increase (20-40 °C) Rise or fall (up to 2/3 mb)

WINDSHEAR ASSOCIATED WITH NON-CONVECTIVE FRONTAL SYSTEMS Substantial differences in winds can be encountered by approaching and departing aircraft close to low pressure centers and their associated cold, warm and occluded fronts. Penetrating a cold front on either side leads to a headwind increase, potentially bringing a performance increasing shear. Pilots are advised to beware of thunderstorms in the vicinity that may contribute to amplify windshear conditions. Penetrating a warm front on either side exposes to a headwind decrease, potentially resulting in a performance decreasing shear generally not exceeding performance limits of the aircraft. Windshear at a warm front is more severe than at a cold front with large head/tail and vertical wind changes in the lowest 1 000 ft above ground level. CTV A320 FLEET FCOM

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The magnitude of the windshear may become significant when: ‐ The temperature difference across the front is at least 6 °C, ‐ The temperature gradient of the front shows a minimum of 6 °C over 50 nm, ‐ The speed of frontal movement is greater than 30 kt. WINDSHEAR ASSOCIATED WITH STRONG WINDS NEAR THE GROUND Very similar to a surface boundary layer with increasing winds and approximately constant wind direction. Low altitude jet streams may be found in a variety of situations such as strong low altitude jet winds, nocturnal jet winds, terrain-induced low altitude windshear, mountain-wave and downslope flows, strong surface winds combined with small hills or large buildings, lake and seabreeze windshear due to temperature gradients between sun-heated terrain and water-cooled air. In particular, strong temperature change across an inversion may trigger very variable wind conditions. DETECTION OF CONDITIONS OPTIONAL SYSTEMS INTEGRATED ON THE AIRCRAFT Predictive Windshear Predictive Windshear is incorporated into the weather radar system to enable the detection of a microburst windshear event within 5 nm forward of the aircraft. It is based on dynamic Doppler effects. When a windshear is detected, the system generates the appropriate annunciation to the crew to alert them of a potential danger. There are different alert levels depending on: ‐ The severity of the windshear event detected, ‐ The distance and angular position between the aircraft and the windshear, ‐ The altitude and speed of the aircraft, ‐ The flight phase. The Predictive Windshear system provides advanced warning for the crew to escape a windshear event using normal handling technique or to initiate a recovery maneuver earlier. Reactive Windshear Reactive Windshear advises the crew when windshear conditions have been entered. The system generates an audio and visual warning to the crew. The FAC measures the difference between the impredicate energy state and the minimum energy state for flight security.

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At a defined threshold, a message is displayed on the PFD and an aural warning alert is provided to the crew: ‐ At takeoff, from 5 s after lift off up to 1 300 ft RA, ‐ At landing, from 1 300 ft RA down to 50 ft RA. BRIEFING AND PREPARATION a. ANALYSE weather information during preflight: ‐ Weather messages provided by the airline, ‐ Aviation surface observations, ‐ NOTAMS, ‐ SIGMETS, particularly convective sigmets, ‐ Terminal forecasts, ‐ Area forecasts, possibly mentioning the Low Level Wind Shear Alert System (LLWSAS) installed on the periphery of certain airports (USA only). b. LISTEN to pilot reports (PIREPS) on wind shear. PIREPS should include: ‐ Location of shear encountered, ‐ Altitude of shear encountered, ‐ Airspeed change experienced (knots gained or lost) , ‐ Type of aircraft undergoing the shear. Note:

Pilots should always report any windshear encountered to Air Traffic Control.

c. LOOK OUT for weather clues on the way to the airport and/or from the cockpit (parked, taxi or airborne) such as: ‐ Extreme variations in wind velocity/direction in a very short time span, ‐ Isolated rainshowers with or without lightning showing divergences from the raincore and clear curling horizontal vortex rolls, within 5 miles of the airport, ‐ Heavy precipitation along intended flight path, ‐ Lightning, thunderstorms or evidence of any tornadic feature in airport vicinity, ‐ Evidence of a gust front such as blowing dust on the airport surface, suggesting the possible passage of a thunderstorm within 15 min, ‐ Evidence of convective activity particularly with anvil clouds in dry areas, supercells, low echos, mushroom, sinkhole and/or giant ant-eater clouds, cumulo nimbus mamatus and altocumulus. Note:

CTV A320 FLEET FCOM

The existence of other types of shear can occur due to local obstruction, topographical and meteorological conditions. It is important for crews to realize that windshear conditions should be considered cumulative: simultaneous conditions can increase the severity of effects.

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d. EXAMINE the approach or take-off area with the airplane weather radar to determine whether returns are in the vicinity of the airport or intended flight path: ‐ Flight operations below 10 000 ft such as take-off and landings require 2 to 3 ° upward tilt for target detections up to 40 nm; if there is significant weather activity, the tilt angle should be adjusted to provide a solid ground return outside of the desired range to ensure that no overscanning will occur. Note:

Since radar echoes are due to precipitation reflection, dry environment situations and conditions to dry microbursts may not be detectable by weather radar.

e. MONITOR the aircraft instruments whenever windshear is suspected: ‐ Any rapid change in the relationship between airspeed and groundspeed represents a windshear; groundspeed must be compared with airspeed, on the ND's. (GS/TAS); ‐ Airspeed tendency (Vc trend): • Acceleration in headwind/updraft, • Deceleration in tailwind/downdraft; ‐ Direction and intensity of wind (computed by the IRS and displayed on ND's) allows a comparison at the initial approach altitude (1 500 ft to 2 000 ft AGL), with the reported runway surface wind to check any shear situation between the airplane and the runway; ‐ Speed margin from α-prot speed (shown by a red and amber strip along the speed scale of the PFD's); ‐ Rate of descent (on stabilized ILS approach): • High rate suggesting a strong tailwind, • Low rate suggesting a strong headwind; ‐ Rate of climb: • High rate suggesting a strong headwind, • Low rate suggesting a strong tailwind; ‐ Pitch attitude: Increasing With headwind shear With downdraft shear. Decreasing With tailwind shear With updraft shear; ‐ Power needed: To hold the glideslope: • Less power necessary suggesting a strong tail wind, • More power necessary suggesting a strong headwind; To hold a climb angle: ‐ Less power necessary suggesting a strong headwind; ‐ More power necessary suggesting a strong tailwind.

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INFLUENCE OF WINDSHEAR ON AIRCRAFT PERFORMANCE DECREASED PERFORMANCE Headwind to tailwind Headwind to calm Calm to tailwind Headwind to decreased headwind. Approach with a Tailwind Shear

‐ Airspeed decreases, lift decreases, ‐ A/C nose begins to pitch down, ‐ A/C begins to drop below the glide slope, In this case the A/C is both slow and low in a "power deficient" state.

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Consequences ‐ If the pilot pulls the nose up to recapture the glide slope without selecting sufficient power: The A/C will loose altitude very rapidly and may even reach the ground before the power deficiency is corrected, resulting in a hard landing, or ‐ If sufficient power is set to regain the glideslope before reaching the ground: The "double negative" problem may arise if the pilot does not quickly retard the throttles after glide recapture, i.e. throttles set too high for a stabilized approach in a no-wind condition leading to a long and fast landing. Take Off with a Tailwind Shear

‐ Airspeed decreases, lift decreases, ‐ A/C nose begins to pitch down, ‐ A/C drops below its nominal flight path.

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Consequences ‐ Because of aircraft inertia, attitude and ground speed will be initially maintained upon encountering windshear but airspeed will decrease, causing a reduction in lift which will result in a downward acceleration and a nose down pitching moment, ‐ If there is no pilot action, the aircraft will descend below its nominal flight path. Because of aircraft stability, original angle of attack and airspeed will eventually be recovered, but on a reduced flight path. INCREASED PERFORMANCE Tailwind to headwind Calm to headwind Tailwind to calm Headwind to increased headwind Approach with a Headwind Shear

The reverse of the previous case prevails: ‐ Airspeed increases, lift increases, ‐ A/C nose begins to pitch up, ‐ A/C balloons above the glide slope. CTV A320 FLEET FCOM

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FCB-FCB2 P 10/16 13 NOV 12



In this case the A/C is both fast and high in a "power excessive" state. Consequences ‐ The pilot does not initially reduce power, the aircraft will gain altitude and airspeed resulting in a long, fast landing with the possibility of an overrun, or ‐ If the pilot reduces thrust to regain the glideslope and initial airspeed: the "double negative" problem can arise if the thrust is not recovered which leads to a high sink rate and possible short, hard landing. Take Off with a Headwind Shear

The reverse of the previous case prevails: ‐ Airspeed increases, lift increases, ‐ A/C nose begins to pitch up, ‐ A/C rises above its nominal flight path. Note:

‐ A headwind shear usually leads to increased aircraft performance, ‐ The resulting increase in lift may however lead to an excessive angle of attack which could eventually trigger the α-prot function once out of the shear.

INCREASED PERFORMANCE FOLLOWED BY DECREASED PERFORMANCE Downdraft + tailwind shear

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FCB-FCB2 P 11/16 13 NOV 12



Approach through Microburst

‐ At point A the aircraft is on speed and on glide slope; ‐ At point B it encounters an increasing headwind. Its airspeed and pitch increase and it balloons above the glide slope; ‐ At point C the "moment of truth" occurs: If the pilot does not fully appreciate the situation, he may attempt to regain the glide slope by reducing power and pushing the nose down. But between C and D the headwind ceases, a strong downdraft is entered and the tailwind begins to increase. The skin rate occurs rapidly and ground impact may become difficult to avoid. Consequences ‐ A go-around initiated at point C or sooner would probably be successful since the A/C is fast and high at this point, ‐ Gradual groundspeed decay shortly after point B coupled with rapidly increasing airspeed could have allowed detection of signs of impending downdraft.

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FCB-FCB2 P 12/16 13 NOV 12



Take Off through Microburst

‐ Airspeed decreases, ‐ A/C nose begins to pitch down, ‐ A/C drops below its nominal flight path. Consequences ‐ Initially the pilot may not fully appreciate the situation since he is taking off in increased performance shear conditions. Progression into the downburst core causes a violent and rapid loss of lift, followed by a high sink rate with very little loss of airspeed. Exiting the downburst core below the nominal flight path (after 20 to 40 s) is then followed by a low-level decreased performance tailwind shear, ‐ In this microburst example, the angle of attack is instantly decreased causing an immediate loss of lift. CLIMB GRADIENT AND ACCELERATION CAPABILITY This section presents an example of A/C ability to maintain an horizontal flight at a given airspeed, in case of tailwind shear or downdraft conditions by adjusting the thrust. In practice, windshear conditions will very often be a combination of horizontal and vertical shear components. This will make it necessary to establish a tradeoff between climb gradient and acceleration requirements. a. Acceleration capability CTV A320 FLEET FCOM

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FCB-FCB2 P 13/16 13 NOV 12



In case of tailwind shear, the aircraft oppose a level flight acceleration capability. For example, an A320 powered with CFM56-5A1 engines (A/C weight = 60 000 kg (132 300 lb), FLAPS 3, pressure altitude = 0 ft, OAT at ISA) is able to maintain an horizontal flight in a 4 kt/s decreased performance shear, keeping a constant airspeed and increasing ground speed of 4 kt/s. If the horizontal shear exceeds the flight level acceleration, the airspeed will decrease and will descend unless pitch attitude is increased. b. Climb gradient maintainability In downburst conditions, level flight will be maintained with the climb gradient maintainability. In the following example (CFM 56-5A1, A/C weight = 60 000 kg (132 300 lb) pressure altitude 4 000 ft, OAT = 27 °C, V = 142 kt), the aircraft has the capability to maintain level flight in a 2 040 ft/min downdraft without any airspeed change. If the downdraft exceeds this climb gradient capability, the A/C will descend unless pitch attitude is increased to adapt angle of attack. For information, a typical example:

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FCB-FCB2 P 14/16 13 NOV 12



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FCB-FCB2 P 15/16 13 NOV 12




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FCB-FCB2 P 16/16 13 NOV 12

FLIGHT CREW BULLETINS AVOIDING TAILSTRIKES


FLIGHT CREW BULLETINS AVOIDING TAILSTRIKES A320



Avoiding Tailstrikes.................................................................................................................................................. A

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AVOIDING TAILSTRIKES Ident.: FCB-FCB5-00013104.0001001 / 09 OCT 12 Applicable to: ALL

Inadvertent tailstrikes may occasionally occur, and may result in expensive structural damage. Several tailstrikes have been reported throughout service life. They are very often associated with such adverse conditions as crosswind, turbulence, windshear, etc. A/C GEOMETRY LIMITS Two limits need to be considered: ‐ The geometry limit corresponding to the main gear oleo fully extended (θ1), ‐ The geometry limit corresponding to the main gear oleo fully compressed (θ2). Example:

MAIN GEAR OLEO POSITION

FULLY EXTENDED FULLY COMPRESSED

Note:

PITCH ATTITUDE θ A319 A320 15.5 ° 13.5 °

A318 17.3 ° 15.7 °

13.9 °

11.7 °

A321 11.2 ° 9.7 °

On the A321, the installation of a TFTS antenna decreases these values.

CLEARANCE AT TOUCHDOWN The following table provides the ground clearance in degrees for the A318, the A319, the A320, and the A321 at landing (all numbers are mean values). AIRCRAFT

A318 A319

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GEOMETRY LIMIT AT TOUCHDOWN

PITCH ATTITUDE AT VAPP (VREF + 5)(1)

17.3 °

3.2 °

15.5 °

3.4 °

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PITCH ATTITUDE AT TOUCHDOWN (VAPP - 8)(2) 7.8 ° 7.7 °

CLEARANCE(3) 9.5 °

7.8 ° Continued on the following page




AIRCRAFT

GEOMETRY LIMIT AT TOUCHDOWN

PITCH ATTITUDE AT VAPP (VREF + 5)(1)

13.5 °

3.3 °

A320 A321

(1) (2) (3)

11.2 °

2.4 °

Continued from the previous page PITCH ATTITUDE AT TOUCHDOWN CLEARANCE(3) (VAPP - 8)(2) 7.6 ° 5.9 °

6.6 °

4.6 °

Flight path in approach = -3 ° Mean value of pitch attitude at touchdown, assuming a deceleration of 8 kt during flare (VAPP -8), and a flight path of -1 ° at touchdown (approximately 3 ft/s). Clearance = Geometry limit-Pitch attitude at touchdown.

When the approach speed is decreased by 5 kt, clearance decreases by approximately 1.3 ° (attitude at touchdown increases by 1.3 °). TAILSTRIKE FACTOR AT TAKEOFF Early rotation, over-rotation, excessive pitch rate, or a combination of these three factors are the main causes of tailstrikes at takeoff. EARLY ROTATION Early rotation occurs, when: ‐ A too low VR is computed, ‐ The rotation is initiated prior to VR. Erroneous VR computation may occur, when the takeoff speeds are not crosschecked, or an incorrect loadsheet data is used. At hot-and-high elevation airfields, the error can be critical. Rotation initiated prior to VR due to: ‐ Flaps improperly set for the calculated VR, ‐ Bird or obstacle avoidance leading to early rotation, ‐ Early rotation due to windshear, encountered during the takeoff roll. In such an event, the FAA recommends rotation, 2 000 ft before the end of the runway. OVER-ROTATION OR EXCESSIVE PITCH RATE These two causes are generally associated with a second factor in tailstrike incidents (one engine-out, aircraft out of trim, additive inputs from both pilots, early rotation, etc.). Certification requires demonstration of a safe takeoff at VR -10 kt (2 engines) and VR -5 kt (1 engine). The pitch and the pitch rate, obtained during these tests, are for information purposes only, and are not certified limits.

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AIRCRAFT

WEIGHT (kg)

CG

CONFIG.

A318 CFM

60 145

15.6 %

CONF 2

61 725

15.4 %

CONF 3

A319 CFM

62 550

21.4 %

CONF 2

63 440

21.3 %

CONF 2

67 200

17.8 %

CONF 2

65 300

16.5 %

CONF 2

75 950

14.9 %

CONF 2

73 720

15.0 %

CONF 2

A320 A321 IAE Note:

ROTATION SPEED VR -10 kt 2 engines VR -5 kt 1 engine-out VR -10 kt 2 engines VR -5 kt 1 engine-out VR -10 kt 2 engines VR -5 kt 1 engine-out VR -10 kt 2 engines VR -5 kt 1 engine-out

θ° PER SEC

θ° AT LIFT-OFF

5.9 °/s

10.6 °

5.3 °/s

9.8 °

5.8 °/s

12.5 °

5.9 °/s

12.8 °

5.8 °/s

9.5 °

5.4 °/s

9.0 °

6.3 °/s

8.5 °

5.4 °/s

9.0 °

VR represents the speed at aircraft rotation, in order to obtain V2 at 35 ft, in the event of an engine failure.

Normal rotation of 3 °/s prevents a tailstrike, unless the rotation is initiated at a speed which is far too low. This rotation is obtained in 5 to 6 s for an average 15 ° to 18 ° takeoff attitude. TAILSTRIKE AT LANDING Industry statistics show that tailstrikes are more likely to occur at landing, than at takeoff (2 to 1). Although most of them are due to deviations from normal landing techniques, some are associated with such external conditions as turbulence and wind gradient. DEVIATION FROM NORMAL LANDING TECHNIQUES Deviations from normal landing techniques are the most common causes of tailstrikes, the main reasons for this being: a. Allowing speed to decrease well below VAPP before flare. Flying at a too low speed means high a AOA and high pitch attitude, thus reducing ground clearance. When reaching the flare height, the pilot will have to significantly increase the pitch to reduce the sink rate. This may lead the pitch to go beyond the critical angle. b. Prolonged hold-off for a smooth touchdown As the pitch attitude increases, the pilot needs to focus further ahead to assess the aircraft's position in relation to the ground. The attitude and distance relationship can lead to a pitch attitude increase beyond the critical angle. c. Too high flare

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A high flare can result in a combination of decreased airspeed and long float. Since both lead to increased pitch attitude, the result is reduced tail clearance. d. Too high a sink rate, just prior reaching the flare height. In case of a too high sink rate close to the ground, the pilot may attempt to avoid a firm touchdown by commanding a high pitch rate. This action will significantly increase the pitch attitude and, as the resulting lift increase may be insufficient to significantly reduce the sink rate, a firm touchdown may occur. In addition, the high pitch rate may be difficult to control after touchdown, particularly in case of bounce. e. Bouncing at touchdown In case of bouncing at touchdown, the pilot may be tempted to increase the pitch attitude so as to ensure a smooth second touchdown. If the bounce results from a firm touchdown associated with a high pitch rate, it is important to control the pitch so that it does not further increase beyond the critical angle. APPROACH AND LANDING TECHNIQUES A stabilized approach is essential for achieving successful landings. It is imperative that the flare height be reached at the appropriate airspeed and flight path angle. A/THR and FPV are effective aids to the pilot. The VAPP should be determined with the wind corrections, given in FCOM/QRH, using FMGS functions. As a reminder, when close to the ground, the wind intensity tends to decrease and the wind direction to turn (direction in degrees decreasing in northern latitudes). Both effects may reduce the headwind component close to the ground, and the wind correction to Vapp is there to compensate this effect. When close to the ground, high sink rates should be avoided, even in an attempt to maintain a close tracking of the glideslope. Priority should be given to attitude and sink rate. If a normal touchdown distance is not possible, a go-around should be performed. If the aircraft has reached the flare height at VAPP with a stabilized flight path angle, the normal SOP landing technique will lead to repetitive touchdown attitude and airspeed. Assuming an 8 kt speed decrease during flare, and a -1 ° flight path angle at touchdown, the pitch attitude will increase by approximately 4.5 °. During flare, the pilot should not concentrate on the airspeed, but only on the attitude with external cues. Note:

Airspeed indication during flare is influenced by the static error due to the ground effect.

The PNF should monitor the pitch attitude on the PFD and call "PITCH", whenever the following pitch value is reached: ‐ For the A318/A319/A320 : 10.0 °, : 7.5 °. ‐ For the A321 CTV A320 FLEET FCOM

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After touchdown, the pilot must "fly" the nosewheel smoothly, but without delay, on to the runway, remaining prepared to counteract any residual pitch up effect of the ground spoilers. Note:

The main part of the spoilers' pitch up effect is compensated by the flight control laws.

BOUNCING AT TOUCHDOWN In case of a light bounce, maintain the pitch attitude and complete the landing, while keeping thrust at idle. Do not allow the pitch attitude to increase, particularly following a firm touchdown with a high pitch rate. In case of a high bounce, maintain the pitch attitude and initiate a go-around. Do not try to avoid a second touchdown during the go-around. Should it happen, it would be soft enough to prevent damage to the aircraft, if pitch attitude is maintained. Only when safely established in the go-around, retract flaps one step and the landing gear. A landing should not be attempted immediately after a high bounce, as thrust may be required to soften the second touchdown, and the remaining runway length may be insufficient to stop the aircraft.

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FLIGHT CREW BULLETINS FQI ACCURACY


FLIGHT CREW BULLETINS FQI ACCURACY A320



FQI Accuracy........................................................................................................................................................... A

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FQI ACCURACY Ident.: FCB-FCB7-00013106.0001001 / 09 OCT 12 Applicable to: ALL

INTRODUCTION The FQI system installed on Airbus aircraft use probes to measure the quantity of fuel in the different fuel tanks. Each FQI probe consists of two fixed concentric tubes which form the plates of a capacitor. The dielectric of this capacitor is provided by air and fuel which have different dielectric constants. Therefore the capacitance of a vertically installed probe varies with the fuel level and gives an indication of fuel quantity in the tank. FQI ACCURACY ON AIRBUS INDUSTRIES PRODUCTS The accuracy of any measuring device such as the FQI system, is dependant on various parameters. There are bias and random errors that can affect FQI system accuracy. Errors can involve tank manufacturing tolerances, FQI computer inaccuracies, error in density determination, probe-mounting tolerances, water that causes FQI over-reads, wing deflection, aircraft reference improperly taken into account. The following figure gives, the Airbus Industrie standard specifications for FQI system accuracies on the A319/A320/A321: ‐ Accuracy: ± 1 % of max tank capacity ± 1 % of actual fuel quantity, ‐ Supplier: • A319/A320: Smiths and Intertechnique managed by Smiths • A321: BFE Goodrich and Sextant managed by BFE Goodrich, ‐ New probes compared to A310/A300-600, ‐ Density sensors measuring all in-tank fuel as opposed to up-lifted fuel only for A310/A300-600, ‐ Attitude correction from IRS in addition to fuel surface probe cutting. Each aircraft is checked on ground prior to delivery to be within the tolerances shown on the following graphs (See Figure 1). FAR/JAR 25.1337 requires that "each fuel quantity indicator is calibrated to read "zero" during level flight when the quantity of fuel remaining in the tank is equal to the unusable fuel supply...". Tolerances are reduced when there is low level in the tanks in order to achieve an under-reading of the FQI as required by the regulations.

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Figure 1

UNDERSTANDING FQI DISCREPANCIES ON GROUND Refueling personnel sometimes report discrepancies at the end of refueling, between the uplifted quantity based on FQI (total after refuel-total before refuel) and the uplifted quantity from the bowser (Iitres x measured density). These discrepancies may be due to the following tolerance considerations. Max discrepancy (Δ) = Fuel load [per bowser] - Fuel added [FQI end - FQI start] = ± FQI error (end) ± FQI error (start) ± Bowser Qty and Density error + APU fuel burn (during refueling) Example (A320-200): ‐ Actual FOB before refueling ‐ Actual FOB after refueling

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3 t (6 600 lb), 18 t (39 600 lb).

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Bowser Quantity and Density Error ‐ Volume tolerance is generally lower than ± 0.5 %, ‐ Density error due to both temperature accuracy and density reading: Δd = ± 0.002. Or ± 0.25 % on tolerance at any fuel loading. Total bowser quantity and density error = ± 15 000 x 0.75 % ∼ ± 115 kg (253 lb). APU Fuel Used ‐ When comparing bowser data versus FQI data as indicated above, the reported discrepancy includes the fuel used by the APU between FQI readings before and after refueling, ‐ Depending on external conditions and generator load, the APU fuel consumption on ground is between 100 (220) and 150 kg/h (330 lb/h). For a refueling time of 30 min, APU burn would be at least 50 kg (110 lb). FQI Errors The three following cases should be considered: 1. Significant FQI system changes have been performed (FQI computer, probes change etc... ) on the aircraft since delivery or its last FQI ground calibration. The FQI accuracy to be taken into consideration should be the one given by the aircraft specification i.e. ± 1 % of maximum tank capacity ± 1 % of actual fuel quantity. Assuming a maximum fuel capacity of 19 t (418 000 lb): FQI at start = 3 t ± 220 kg (6 600 lb ± 484 lb) FQI at end = 18 t ± 370 kg (39 600 lb ± 814 lb) Δ1 = ± 220 kg ± 370 kg ± 115 kg ± 50 kg (Δ1 = ± 484 lb ± 814 lb ± 253 lb ± 110 lb) Δ1 max ∼ ± 755 kg (1 661 lb); 2. No FQI system modification has been performed since the last FQI calibration. All FQI readings are within the ground tolerances (See Figure 1). Maximum positive Δ is obtained when FQI presents the maximum over-reading at start and the maximum under-reading after refuel, i.e. when the particular aircraft calibration curve runs from A to B. Maximum positive Δ = 15.000 - [(18.000 - 185) - (3.000 + 35)] + 115 + 50 = + 385 kg Conversely, maximum negative Δ is obtained when particular aircraft calibration curve runs from C to D. Maximum negative Δ = 15.000 - [(18.000 + 180) - (3.000 - 105)] - 115 + 50 = - 350 kg Δ2 max ∼ ± 385 kg (847 lb); 3. Particular aircraft FQI calibration curve is available. In this case, although the reported discrepancy can be of the same magnitude as Δ2 maximum given above, after correction of FQI reading according to the calibration curve, the remaining difference should be due to bowser error and APU burn only. Δ3 max ∼ ± 165 kg (363 lb). CTV A320 FLEET FCOM

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Conclusion ‐ When comparing bowser uplift versus FQI readings on ground, the maximum difference is: Δ1 max = [FQI over-read (start)] - [FQI under-read(end)] + bowser error + APU burn, ‐ Difference can be significant when FQI over/underreadings before and after refueling are very different, ‐ An aircraft presenting a Δ ∼ 0 does not confirm its FQI system is more accurate than another aircraft with a difference. It suggests (bowser error and APU burn not taken into account) that over/underreadings before and after refueling are very close but not necessarily equal to 0. IN FLIGHT As a routine, crews should check the fuel on board (FOB) plus fuel used (FU) against the block fuel during flight. This would detect fuel leaks and provide a more reliable basis of calculation in case of either FQI or FU failure during flight. Discrepancies have been observed during routine checks. These discrepancies are made up from the three following inherent errors: ‐ BLOCK FUEL (error constant throughout flight), ‐ FU (error increasing during flight), ‐ FOB (error decreasing during flight). Example: A320 with 18 t, ‐ BLOCK FUEL: 18 t → error = ± 370 kg (814 lb), ‐ FOB: 3 t → error = ± 220 kg (484 lb), ‐ FU: 15 t → error = ± 225 kg (495 lb). In an extreme case: Block Fuel = FOB + FU ± 815 kg (1 793 lb) + APU FU if any and this with no system fault. Consequently, it is important to know the FQI tolerances to understand discrepancies.

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Note:

1. FU indication accuracy, which is an integration of the FF, is estimated to be better than ± 1.5 %. The error of the fuel flow (FF) meter is dependent upon fuel flow rate and temperature conditions. For normal cruise conditions, this error is around ± 1 %; 2. FQI errors for both Block Fuel and FOB are as per the specification because ground calibration curve is not applicable in flight. Block Fuel error, ground tolerances may be used if applicable (refer to 3.1). In this case, Block Fuel error is ± 185 kg (407 lb) instead of ± 370 kg (814 lb). If the particular ground calibration curve is known, there should not be any substantial error on Block Fuel. Possible discrepancy due to FOB and FU errors remains significant: Block Fuel = FOB + FU ± 450 kg (990 lb) + APU FU if any; 3. APU fuel used in flight, which is not recorded, is between 40 (88) and 100 kg/h (220 lb/h); 4. With the Flight Management and Guidance System (FMGS), FOB is also available on the appropriate page of the FMGS. FOB is computed by the FMGS using both FQI and FF data. In the event of a FQI failure, the FMGS will continue to display FOB by means of the last available FOB and by FF integration.

USE OF MANUAL MAGNETIC INDICATORS It often happens that when a discrepancy has been detected either on ground or in flight as explained above, some airline procedures request to make a check of the FOB after refueling or after landing by means of the Manual Magnetic Indicators (MMI). It has to be highlighted that MMI readings involve several measurements and interpolations (on rods, on clinometers, on charts) in addition to the MMI indication accuracy itself. This is why the accuracy of a MMI reading is approximately ± 5 % and thus worse than FQI system accuracy. Therefore, MMI readings should not be used to check FQI system. They should only be used when the FQI system is inoperative. REDUCING FQI DISCREPANCIES FQI system accuracy continue to improve. Operational accuracy goals have been established by ARINC in cooperation with airframe and equipment manufacturers and in agreement with airline requirements.

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The discrepancies described are inherent in the FQI system: ‐ Both on-ground and in-flight reported discrepancies are generaly due to FQI errors on Block Fuel. The Block Fuel maximum error should be reduced. This will depend on a responsible judgement based on knowledge of a particular aircraft FQI calibration curve; i.e. assuming no FQI modification following aircraft delivery, this curve will be reasonably constant (on ground) and thus, for a given FQI reading, real Block Fuel can be deduced. This calibration may be done by any operator while it is not applicable to the correction of in-flight reading. A FQI calibration procedure is a maintenance function and will be introduced in the AMM in the future; ‐ FU (fuel used) is the primary parameter to determine fuel consumption (max error = ± 1.5 %). Nevertheless, on certain high-fuel-capacity aircraft, the FOB error (decreasing during flight) may become lower than FU error (increasing during flight) by end of flight. Example: A320 with 19 t (41 800 lb) maximum capacity. • BLOCK FUEL = 18 t (39 600 lb) • FOB = 3 t ± 1/100 (3 t + 19 t) = 3 t ± 220 kg (FOB = 6 600 lb ± 1/100 (6 600 lb + 41 800 lb) = 6 600 lb ± 484 lb) • FU = 15 t x (± 1.5 %) = 15 t ± 225 kg (FU = 3 300 lb x (± 1.5 %) = 3 300 ± 495 lb). In this example, when FOB is less than 3 t (6 600 lb), FOB error may be assumed to be lower than FU error. Furthermore: ‐ If Block Fuel is confirmed as per a particular calibration curve: • When FOB > 3 t (6 600 lb): Use FU parameter to determine both FOB and FU, • When FOB < 3 t (6 600 lb): Use FOB parameter to determine both FOB and FU. OPERATIONAL CONSIDERATIONS Some economic aspects relating to FQI accuracy are approached here and should be considered when operating an aircraft. TECHNICAL DELAYS Incorrect application of MMI check, may cause a possible delay. Knowing the FQI calibration curve helps to understand and reduce discrepancies.

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EXTRA FUEL LOADED ‐ Crews uplift more fuel than required for a particular flight, as a contingency factor, when they are unsure of the FQI accuracy, ‐ An under-reading FQI leads also to carrying extra fuel, ‐ 1 extra tonne will increase fuel consumption up to 1.2 %, depending on airframe and flight conditions. PAYLOAD PENALTY Extra fuel loaded due to uncertainty of FQI may lead to decreasing the payload. Payload = TOW + TAXI fuel - OEW - Fuel loaded TOW = Take-Off Weight OEW = Operating Empty Weight We have seen, that adding 130 kg (286 lb) of fuel can allow the payload to be increased by 870 kg (1 914 lb) on a 4 h flight. ‐ When the payload is limited by MTOW as TOW cannot be increased, any extra fuel will decrease and replace payload by the same amount. Also, any defueling will significantly decrease the payload, ‐ When the payload is limited by the max fuel capacity: • If the FQI under-reads, the payload could be increased, • If the FQI over-reads, the payload should be decreased. For example, an inaccuracy of ± 130 kg (286 lb) on fuel can affect the payload by ± 870 kg(1 914 lb). Again, knowing your FQI calibration curve allows to adjust the payload. Note:

Although not approved by DGAC/JAA as it is a non compliance item, using the 2 % thermal expansion volume as extra-fuel could be authorized by national airworthiness authorities to increase max fuel capacity. In this case the FQI reading is limited somewhere above high level until fuel quantity falls below this value.

CONCLUSION Airbus Industrie has always improved FQI systems, because it is essential for crews to have a reliable and accurate fuel quantity indication system. Taking into account the difficulty of measuring the weight of a liquid stored in complex-shaped tanks always moving, FQI system installed on Airbus aircraft has a good accuracy, well within specifications and international standards. It is important on certain flights with certain aircraft fitted with a FQI system presenting large over-/underreadings, to know the particular FQI ground calibration curve. CTV A320 FLEET FCOM

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Crews should know this curve and FQI tolerances in order to: ‐ Understand and reduce FQI discrepancies, ‐ Avoid delays, ‐ Save fuel, ‐ Adjust the payload. FQI calibration should be done when deemed necessary by each operator as this will be profitable for both operational and economic aspects.

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FLIGHT CREW BULLETINS THRUST ACCELERATION IN A/THR MODES


FLIGHT CREW BULLETINS THRUST ACCELERATION IN A/THR MODES A320



Thrust Acceleration in A/THR Modes......................................................................................................................A

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THRUST ACCELERATION IN A/THR MODES Ident.: FCB-FCB9-00013109.0001001 / 02 MAR 11 Applicable to: ALL

These are specific thrust acceleration logics when A/THR is engaged in thrust or speed mode. The crew should be aware of each. The purpose of the logic is to obtain adapted thrust variation to the whole flight envelope, depending on the current mode engaged, "G" load limitation, and vertical modes switching if any. This is based on different logics which can be summarized as following. 1. LOGIC IN THRUST MODE "CLB" (ASSOCIATED WITH OP CLB/EXP CLB/CLB) 1.1 WHEN AP IS ENGAGED During thrust increased, the maximum acceleration rate is 20 %/sec until the N1 reaches N1 target minus 5 %. At that point, the acceleration logic is speed mode. This acceleration limit is defined to achieve a smooth and rapid transition without noticeable speed excursion. However normal acceleration rate is between 1.5 %/sec and 20 %/sec. When target N1 minus 5 % is reached, N1 rate becomes 1.5 %/sec until target N1 (MAX CLB Thrust) is obtained. Note:

When decelerating (more than 10 kt between current speed and speed target), the N1 rate is maintained at 1.5 %/sec.

1.2 WHEN AP IS OFF It has been revealed, that during manual flying with AP off, the rate limit up to 20 %/sec was not as optimum as with AP engaged. The reason for this is that during transition the system was using A/THR speed mode logic to obtain N1 rate limit of 20 %/sec MAX; if the pilot did not fly the FD bars, established CLB thrust was not always obtained. Consequently, the current system maintains the fixed value of 1.5 %/sec which represents the best value when following the FD bars. Flight tests proved this logic (it means to provide maximum rate of 20 %/sec only if autopilot is engaged) to be the optimum compromise through the flight envelope. WARNING

If FD bar commands are not smoothly followed or not followed at all, a speed excursion may occur, due to the fact that the change of attitude is not adapted to the thrust acceleration rate. If required, additional manual thrust may be briefly added by the pilot during the transition.

2. LOGIC IN THRUST MODE "IDLE" (ASSOCIATED WITH OP DES/EXP DES/DES) The N1 rate limit is 2 %/sec (lS8) and 1 %/sec (full standard). Both rates were selected to preclude speed excursion and improve passenger comfort (smooth attitude variation during transition). CTV A320 FLEET FCOM

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FCB-FCB9 P 1/2 19 JUL 11



3. LOGIC IN SPEED MODE The N1 rate limit is 20 %/sec MAX, however it can be lower depending upon the difference between the current speed and the target speed. There is no difference in A/THR speed mode linked to AP ON or OFF. The speed hold is the same with AP ON or OFF. When pilot is flying manually, a temporary speed loss can occur if an increased load factor is required. This authority is not possible with AP due to system.

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FLIGHT CREW BULLETINS RADIO ALTIMETER ANOMALIES DURING ADVERSE WEATHER CONDITIONS



A320


RADIO ALTIMETER ANOMALIES DURING ADVERSE WEATHER CONDITIONS PRELIMINARY PAGES - TABLE OF CONTENTS

Radio Altimeter Anomalies during Adverse Weather Conditions............................................................................ A

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RADIO ALTIMETER ANOMALIES DURING ADVERSE WEATHER CONDITIONS PRELIMINARY PAGES - TABLE OF CONTENTS


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RADIO ALTIMETER ANOMALIES DURING ADVERSE WEATHER CONDITIONS

A320


RADIO ALTIMETER ANOMALIES DURING ADVERSE WEATHER CONDITIONS Ident.: FCB-FCB11-00013111.0001001 / 02 MAR 11 Applicable to: ALL

INTRODUCTION All radio altimeters are very sensitive to adverse weather conditions. Reflections from hail clouds or heavy precipitation located between the ground and the aircraft, may cause the radio altimeter to indicate a false height value momentarily. These erroneous indications are also transmitted to other systems which may induce spurious warnings or unexpected AP/FD guidance. EXAMPLE

Under heavy rain condition at 2 600 ft, at least one of the radio altimeter delivered a height indication of 480 ft during 13 s. The warning "L/G gear not down" was displayed. No other anomaly was reported until landing.

EXPLANATION ORIGIN A radio altimeter measures the shortest distance between the aircraft and the closest obstacles below it. During adverse weather conditions, returns can be generated due to reflection on hail clouds or heavy rain. The energy which is reflected depends directly upon the hail or rain density. If the energy received by the radio altimeter is powerful enough, it will be validated and a height lower than the distance to the ground will be measured and sent to system users. If the return is too weak, the measurement will be validated but the increased noise level may hide the return from the ground and thus no height indication would be provided. CHARACTERISTICS This phenomenon is rare. Typical weather conditions which trigger these effects are not frequent and generally isolated. It is less likely with increased height. Due to the physical nature of the hail and rain and the radio altimeter characteristics, the radio altimeter indication will only be influenced if the distance between the A/C and the clouds is equal or greater than 300 ft for rain and 80 ft for hail. Both radio altimeters are likely to be affected simultaneously.

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RADIO ALTIMETER ANOMALIES DURING ADVERSE WEATHER CONDITIONS

A320


OPERATIONAL CONSIDERATIONS If both radio altimeters are affected simultaneously the crew may experience: ‐ If the value is greater than 150 ft: • Spurious auto call out • Spurious ECAM or GPWS warnings. ‐ If the value ranges between 150 ft and 80 ft: • During automatic approach: ▪ Degradation of the guidance, glide slope is no longer flown, excessive deviation may occur ▪ Variation of the longitudinal pitch and/or vertical speed leading to GPWS warning. • During manual approach: ▪ No adverse effect could be reproduced during simulation but GPWS or auto call out warning might be spuriously triggered. CONCLUSION AND OPERATIONAL RECOMMENDATIONS Very few cases of spurious radio altimeter indications have been reported to Airbus. Radio altimeter sensitivity issues have been tuned to the limits of improvement. There is no practical solution to cure the phenomenon without reducing system performance to an unsatisfactory level. Crews need to be aware that erroneous radio altimeter behavior is rare, but can occur during severe weather conditions. During approach and landing, crews need to consider this phenomenon. The weather radar may be used to detect heavy rain or hail. The interpretation of the color codes is as follows: Black rainfall rate Green rainfall rate Yellow rainfall rate Red rainfall rate

less than between between greater than

0.7 mm/hr 0.7 and 4 mm/hr 4 and 12 mm/hr 12 mm/hr

As an example stormy tropical shower rate can be as high as 500 mm/hr and uppest limit for hail may reach 4700 mm/hr.

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FLIGHT CREW BULLETINS FMGS NAVIGATION DATABASE


FLIGHT CREW BULLETINS FMGS NAVIGATION DATABASE A320



FMGS Navigation Database....................................................................................................................................A

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FMGS NAVIGATION DATABASE Ident.: FCB-FCB12-00013112.0001001 / 09 OCT 12 Applicable to: ALL

REASON FOR ISSUE AND SCOPE The aim of this FCOM Bulletin is to highlight the importance of the Navigation Database accuracy and therefore the importance of its update and its correctness. As any NAV database discrepancy or false coding may induce navigation errors and lateral or vertical misguidances, this FCOM Bulletin provides flight crews with operational recommendations. INCORRECT NAV DATABASE CASES NAVIGATION DATABASE DISCREPANCIES Numerous in service events have been reported during the last few years, which are caused by 3 different types of Navigation Database discrepancies: ‐ NAV database not updated on time, ‐ Incorrect coding or impossibility of coding of published procedures, ‐ Coding errors. NAV Database Not Updated on Time When a NAV Database is not updated on time, this may lead to incorrect position or misguidance: ‐ 1st example STAR MEN2 (LFBO) was modified but not incorporated in the NAV D.B. As a result the STAR displayed on the ND was not the published one; ‐ 2nd example TRANS between STAR VAREK and NDB03 was not coded at Ajaccio (LFKJ). Misguidance was the consequence.

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NAV Database Incorrect Coding Incorrect coding in the NAV D.B. induces misguidance in SID or STAR: ‐ 1st example STAR VAREK at Ajaccio (LFKJ). The leg STP-VAREK was coded as a TF (track to fix) and the following leg was coded as a CF (course to fix). Due to the imprecision of the magnetic variation in the area, both legs were not lined up and the A/C had to turn, after VAREK WPT, to capture the next leg;

‐ 2nd example STAR PERIK 1 and GORON 1 AT Genova (LSGG). These STARs end at WPT SINEL located in the middle of the APPR 23. This creates a F-PLN discontinuity and the procedure is not flyable. The NAV D.B. error is linked to both coding and procedure concept;

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‐ 3rd example On several non precision approaches, the final descent angle is coded for the last leg only instead of the last 2 legs. Again this creates a level off segment which does not exist.

Coding Errors Coding errors generally have very similar effects on the FMGS system and may induce position errors as well as misguidance: ‐ 1st example Erroneous position of runway threshold at LFMT RWY 32R inducing a lateral offset during non precision approach; ‐ 2nd example ILS/DME coded as an ILS only preventing autotuning of the DME in approach (IWW and IGG at EGKK). PROBLEMS LINKED TO ARINC 424 SPECIFICATION If an item is not specified in the ARINC 424, it will not be part of the NAV D.B. For example: No specific field reserved for THR RED/ACC ALT. As a result, it is not possible to link such information to a company route (e.g noise abatement). Defaulted value is provided instead. Systematic Coding of HF Leg in Procedures When a Final Approach procedure displays a Holding Pattern, this pattern is systematically coded in the APPR VIA or STAR as an HF leg; this means that this holding is always taken CTV A320 FLEET FCOM

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into account in the F-PLN, assuming one turn; in certain cases, this is realistic but in most circumstances, it is not.

If the HF leg is of no use, it corrupts all predictions and performance computations. Furthermore if a holding pattern is ATC required, by then the crew has all means to insert it into the F-PLN, and be then provided with realistic estimates. As a consequence, realistic coding of procedure turns should be requested. Circle to Land At many airports approaches are defined only in one direction; while the landing runway may be in the other direction. If the weather is poor, a defined instrument approach is carried out down to circle to land MDA, and then a circle to land trajectory is flown. Circle to Land feature is not part of current ARINC specification; this forces the crews to improvise in order to get a realistic trajectory on the ND, and to get proper predictions on CDU.

RECOMMENDATIONS In order to control and correct NAVIGATION Database all pilots are encouraged to report to their flight operations any misbehaviour which may have been induced by an incorrect data base. CTV A320 FLEET FCOM

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This can be done during normal operations: ‐ During preflight by checking the consistency of the MCDU F-PLN versus ATC F-PLN. Refer to current FCOM, ‐ In flight by performing the navigation accuracy assessment on a regular basis as described in the FCOM procedures and techniques. CONCLUSION Tomorrow, the increasing number of RNAV approaches will require faultless NAV Database procedures since it will not always be possible to monitor the guidance by using raw data. On a short term basis, the NAV Database improvement is a matter of step by step error detection which mainly requires pilot attention during preflight and in flight. On a longer term basis, the NAV Database improvement requires decisions and actions of concerned agencies/authorities and NAV Database manufacturers. It has to be reminded that the aircraft constructor has no control over the data base used by each operator.

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FLIGHT CREW BULLETINS SPECIFIC FEATURES OF THE FMGS FULL STANDARD


FLIGHT CREW BULLETINS SPECIFIC FEATURES OF THE FMGS FULL STANDARD A320



Specific Features of the FMGS Full Standard........................................................................................................ A

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SPECIFIC FEATURES OF THE FMGS FULL STANDARD Ident.: FCB-FCB13-00013113.0001001 / 02 MAR 11 Applicable to: ALL

Note:

This FCOM bulletin is only valid for aircraft equipped with FMGS full standard.

The FMGS full standard was introduced in 1992. During the first months of service, questions have been raised on particularities of the system. 1. ALTITUDE PREDICTIONS NOT ACCURATE ON GROUND Predicted altitudes indicated on the F-PLN A page are not accurate until take off; an error of a few hundred feet may be noticed on predicted altitudes at all waypoints until lift off. EXPLANATION The predictions are computed using simplified model for the take off run. This causes a minor error on the altitude predictions. Predictions are continuously updated during the take off roll and once airborne, they are accurate. 2. SPURIOUS "FMS 1/FMS 2 SPD TGT DIFF" MSG When changing of CRZ FL using the FCU altitude knob, the message "FMS 1/FMS 2 SPD TGT DIFF" may come up. EXPLANATION The new FCU altitude is sent by the master FMGC to the slave, therefore predictions are not computed at the same time on both FMGCs; a speed target difference may occur during a very short period, triggering the message. PROCEDURE Disregard the message. 3. "IRS ONLY NAVIGATION" MSG TRIGGERED AT DESCENT PHASE SWITCHING When the A/C is in IRS ONLY NAV mode, the message "IRS ONLY NAVIGATION" is triggered when the A/C starts the descent. EXPLANATION The system logic is triggered when the FMGS navigation mode has been in inertial only for more than 10 min in cruise or when the A/C is transitionning to descent phase without radio updating. If the FMGS is in IRS only navigation mode at descent phase switching, the message is immediately triggered, reminding the crew that the A/C is operating without radio position.

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PROCEDURE Perform a NAV ACCY CHECK. 4. VERTICAL DEVIATION DIFFERENT ON BOTH SIDES In descent or approach the vertical deviation (VDEV) indicated on the PFD and PROG page may differ on side 1 and 2. EXPLANATION The vertical deviation (VDEV) is computed independently on side 1 and 2; if FM 1/2 position ground speed or other data used for VDEV computation differ slightly from side 1 and 2, a small difference of VDEV will be observed during descent and/or approach. 5. INCREASE OF VERTICAL SPEED IN DES MODE The vertical speed may increase noticeably for a short period of time during descent with DES mode engaged. The V/S regains the normal value when intercepting the path. EXPLANATION When the A/C is above path and an increase of speed target is required manually or automatically, the V/S will increase temporarily until the vertical profile is intercepted. 6. VLS COMPUTATION 6.1

6.2

The VLS computed by the FMGS uses the same algorithm and performance table as the FAC. Nevertheless some differences may be observed due to the fact that the FAC computes the VLS from flight parameters and the precision of the computation provides an accuracy of ±3 kt (PFD VLS). In CONF 3, the performance table used to compute the VLS assumes the gear up although the table provided in the QRH and FCOM assume gear down. A VLS difference of 2 kt can be observed between performance table and FAC/FMGS in CONF 3.

7. A/C POSITION INVALID When a fast realignment is performed, the message A/C POSITION INVALID is triggered. The message disappears when the realignment is completed. EXPLANATION During an IRS alignment, the ADIRS send no data to the FMGS and the FMGS cannot process any position. The POS MONITOR page is empty and the MSG "A/C POSITION INVALID" is automatically triggered. Once the IRS are realigned, the ADIRS provide data to the FM and a mix IRS position is recomputed; the message disappears.

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FLIGHT CREW BULLETINS OPERATION OF FLEETS WITH/WITHOUT CPIP


FLIGHT CREW BULLETINS OPERATION OF FLEETS WITH/WITHOUT CPIP A320



Operation of Fleets with/without CPIP.................................................................................................................... A

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OPERATION OF FLEETS WITH/WITHOUT CPIP Ident.: FCB-FCB16-00013116.0001001 / 09 OCT 12 Applicable to: ALL

INTRODUCTION In order to continuously improve the man/machine interface, Airbus developed continuous product improvement programmes (CPIP), the modifications of which are available for retrofit and are commonly introduced on all new A320/A321 and on A319. This FCOM bulletin details the differences which crews should be aware of. DEFINITION BASIC AIRCRAFT The A320 equipped with full standard FMGS without CPIP (continuous production improvement programme) nor ENERGY MANAGEMENT. ADVANCED STANDARD The A319/A320/A321 with CPIP 1 + 2 + 3, LOW ENERGY warning and ENERGY MANAGEMENT. This standard is basic on the A319/A321 and A320 in current production and can be retrofitted to all A320. MODIFICATION DESCRIPTION CPIP 1 (FCU MODIFICATION) ‐ Altitude selection change inhibited during push/pull action. This modification prevents any change of altitude during mode engagement, ‐ HDG and V/S preselection time increased from 10 to 45 s, ‐ V/S/FPA click differentiation for rapid selection: 1 click = 1 ° FPA, 2 clicks = 100 ft/min V/S. CPIP 2 (FCU MODIFICATION) ‐ V/S/FPA "push to level off" function, When pushing the V/S/FPA selector knob, V/S/FPA target is set to zero, ‐ 4 digits for V/S target. The V/S and FPA target are displayed in the window as followed: V/S = 4 digits, FPA = 2 digits, ‐ HDG/TRK target is synchronized when switching from HDG to TRK or vice versa, ‐ SPD/MACH, HDG/TRK, METRIC ALT switching pushbuttons are labelled.

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LOW ENERGY WARNING (FAC AND FWC MODIFICATION) The low energy warning consists of an aural warning "speed speed speed" triggered every 5 s. This warning is available when CONF ≥ 2 and 100 ft < RA < 2 000 ft; it indicates that the energy level is not sufficient to recover to a positive flight path angle with only pitch command. The thrust must be increased. This warning is generated before the alpha floor is triggered.

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CPIP 3: FMA IMPROVEMENTS (DMC AND FWC MODIFICATION) ‐ Engagement status of both FDs are displayed on both PFDs:

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‐ A/THR annunciations are changed as follows: • White colour and MAN label when the thrust levers are set manually in the corresponding detent. e.g. MAN TOGA, MAN FLEX, MAN MCT. MAN THR when the thrust levers are set above the applicable detent. The A/THR is armed (A/THR blue on FMA), • LVR white (or amber) label whenever the thrust levers are not in the correct detent: (e.g. LVR CLB, LVR MCT, LVR ASYM), • THR green label when the Thrust mode is active: THR CLB, THR MCT, THR IDLE.

‐ All AP/FD modes are displayed as abbreviations (no dashes): (e.g. NAV, ALT CRZ, ALT CSTR).

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‐ V/S or FPA target are displayed in the FMA: e.g. V/S: + 800 ‐ Message and MSG colours are changed as follows: "MORE DRAG" white message instead of "AIRBRAKES" "CHECK APP SEL'' white message instead of "CHECK APP GUIDANCE" "SET MANAGED SPD" white message instead of "SET AUTO SPEED" "SET GREEN DOT SPD" white message instead of "SET VFTO"

ENERGY MANAGEMENT IMPROVEMENT (FAC, FWC, DMC, FADEC modification) The ENERGY MANAGEMENT package is related to A/THR logic modification and additional ECAM announcements. The package eases the normal procedure of A/THR disconnection and improves the crew information on the current thrust setting. A/THR Disconnection Using the Instinctive Disconnect Pushbutton When the instinctive disconnect pushbutton is depressed: ‐ Thrust is immediately set to the thrust corresponding to the thrust lever position. (Thrust lock no longer effective), ‐ A gong sounds and the master CAUTION light illuminates for 3 s, ‐ AUTO FLT A/THR OFF is displayed on the ECAM for 9 s maximum. A/THR Disconnection due to a failure or an action on the A/THR FCU pb when illuminated green:

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‐ THRUST LOCK is active until the thrust levers are moved out of corresponding detent (or alpha floor activates), ‐ Annunciation is enhanced as follows: • Repetitive gong and master CAUTION light, • THR LK amber displayed on both PFDs, • AUTO FLT A/THR OFF displayed on ECAM, • Blue "THR LEVERS.....MOVE" displayed on ECAM, • With a 5 s delay, flashing "ENG THRUST LOCKED".

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Thrust Levers Set Below CL Detent: ‐ Repetitive gong and master CAUTION light, ‐ "AUTO FLT A/THR LIMITED" and "THR LEVER...MOVE" displayed on ECAM, ‐ LVR CLB displayed on FMA.

IDLE Announcement on ECAM When thrust is set automatically or manually at IDLE thrust, IDLE legend flashes green for 10 s then steady on ECAM EWD (adjacent to N1/EPR scale). OPERATIONAL CONSIDERATIONS FCU MODIFICATION (CPIP 1 AND CPIP 2) The introduction of FCU modifications does not significantly modify the published procedures: ‐ V/S push to level off function V/S = 0.0 selection may still apply; the "push to level off" function is a easier action. In both cases, the crew must crosscheck with FMA; ‐ Different digits for V/S and FPA The procedure which consists of crosschecking (and announcing) V/S or FPA value obtained on PFD remains mandatory; ‐ Synchronisation of HDG/TRK target This allows the switching from HDG to TRK or vice versa with bank angle. Airbus still recommends the switching with wings level. LOW ENERGY WARNING This feature provides an advanced warning to the crew before alpha floor is triggered. Standard procedures are unchanged and flight envelope remains the same. CTV A320 FLEET FCOM

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Alpha floor and alpha protection are identical. CPIP 3 The announciations of the FMA are self explanatory. The procedure remains the same: ‐ Any mode change is to be checked and announced, ‐ When a new target is selected and activated through the FCU, the resulting guidance has to be checked on the PFD. ENERGY MANAGEMENT The main feature of the ENERGY management is the suppression of the thrust lock when the A/THR instinctive disconnect pushbutton is used. The A/THR disconnection technique remains unchanged (Refer to PRO-SUP-70 Thrust Control), and may be summarized as follows: When A/THR is to be disconnected: ‐ Move the thrust levers out of the applicable detent, to the current or desired thrust level, ‐ Depress the instinctive disconnected pb. The new ECAM features facilitate the crew action but do not modify the procedures.

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FLIGHT CREW BULLETINS CHARACTERISTIC AND PROTECTION SPEEDS


FLIGHT CREW BULLETINS CHARACTERISTIC AND PROTECTION SPEEDS A320



Characteristic and Protection Speeds..................................................................................................................... A

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CHARACTERISTIC AND PROTECTION SPEEDS Ident.: FCB-FCB17-00013117.0001001 / 09 OCT 12 Applicable to: ALL

INTRODUCTION The different speeds displayed to the crew on the main cockpit interfaces: PFD, MCDU, ND are computed by the FACs, the FMGCs and the ADIRS. PFD FAC COMPUTATION Computed on current aircraft status and configuration. VLS F S "O" Green Dot Vαprot Vαmax Vsw (stall warning speed)

MCDU PERF PAGE FMGC COMPUTATION Computed for take off, go around and landing. VLS of the selected landing configuration. F S "O" Green Dot

Each FAC computes its own speeds which are displayed on the relevant PFD: FAC 1 on side 1, FAC 2 on side 2. Each FMGC computes its own speeds displayed on the relevant MCDU: FMGC 1 on side 1, FMGC 2 on side 2. The algorithms used to compute the characteristic speeds are the same in both FAC and FMGC but as the inputs are different, the resulting values may differ. CHARACTERISTICS SPEEDS COMPUTED BY THE FAC The FAC computes its characteristic speeds with 2 main inputs from ADIRS (Angle of Attack (α) and calibrated airspeed (Vc)). It also uses THS position, SFCC data and FADEC data. From these inputs, the FAC computes a stall speed Vs which is used to determine the aircraft weight. The following sketch gives the basic architecture for FAC speed computation.

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AOA DETERMINATION The angle of attack value used to compute the characteristic speeds is the mean value of the 3 AOAs (Vote). Accuracy of the AOAs is a paramount factor in the weight calculation. 0.3 ° of error in the AOA results in a 3 t error in weight.

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WEIGHT COMPUTATION

The weight is computed provided the following conditions are met: ‐ Aircraft altitude below 14 600 ft and speed (Vc) below 240 kt, ‐ Bank angle less than 5 °, ‐ Speedbrakes retracted, ‐ No dynamic maneuver (vertical load factor lower than 1.07 g), ‐ No change of aircraft configuration and not in CONF full. When one of these conditions is not met, the last calculated weight value is considered and updated for the fuel consumption based on actual engine N1. CHARACTERISTIC SPEEDS COMPUTATION A320 VLS is computed from Weight and Vc and corrected for the current CG. ‐ If the current CG is forward of 15 %, 15 % CG is used to compute the speeds, ‐ If the current CG is between 15 % and 25 %, the speeds are computed using an interpolation between 15 % and 25 % CG, ‐ If the current CG is aft of 25 %, 25 % CG is used for speed computation. F, S, and Green dot are independent of CG. A319-321 VLS, F, S and Green Dot are computed for a forward CG. No CG correction is applied for A319/A320 VLS as it has a negligible effect. PROTECTION SPEEDS CALCULATED BY THE FAC Vαprot and Vαmax are displayed in normal law. The FAC does not trigger alpha prot and alpha MAX protection. (The alpha prot and alpha max protection are activated by the ELAC). CTV A320 FLEET FCOM

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Vsw, the stall warning speed is computed by the FAC in ALTN or DIRECT law. At Vsw speed, an audio warning (crickets - STALL synthetic voice) is triggered.

TOLERANCE OF FAC COMPUTED SPEEDS Due to the data accuracy used to compute the characteristic speeds, and specifically the AOA accuracy, the precision of the computation is specified to be within 2.5 %. During acceptance flight, the tolerances are as following: Clean aircraft Green Dot ±5 kt VLS ±4 kt Vαprot ±5 kt Vαmax ±5 kt Conf full VLS ±3 kt Vαprot ±5 kt Vαmax ±5 kt CHARACTERISTICS SPEEDS COMPUTED BY THE FMGC Characteristic speeds computed by the FMGC are based on a predicted GW, CG (and selected configuration for landing) at a given time at landing for example.

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GW and CG values are computed from entered ZFW and ZFWCG corrected for the predicted FOB and CG variation. When the Approach phase is activated, the characteristic speeds are recomputed using the actual weight and CG. The performance model used to compute the characteristic speeds, is accurate enough to provide speed errors of less than ± 2 kt from the certified speeds.

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THE MOST FREQUENT QUESTIONS ON SPEED COMPUTATION ‐ Why are the characteristic speeds computed by the FAC subject to inaccuracy greater than FMGC computation? Answer: The precision of the AOA measurement is usually the cause of speed differences. An error of 0.3 ° in AOA measurement causes a weight inaccuracy close to 3 t. ‐ Is the FMGC computation more accurate than the FAC computation? Answer: Algorithms are the same but the initial data are different. The FAC computes current dynamic speeds. The FMGS computes characteristic speeds for given phases (and configuration for landing). Usually, the FMGC characteristic speeds for landing are more accurate due to the tolerance of FAC inputs, if the ZFW was correct initially. Note:

To determine the GW at landing, the FMGC uses the ZFW entered by the crew and adds the fuel on board. A significant difference between PFD and MCDU characteristic speeds may also indicate an error in the ZFW as entered by the crew

‐ Why are there two characteristic speed calculations? Answer: The computation done by the FAC is independent of any manually entered data and provides permanent speed values displayed on the PFD. During approach, the comparison of characteristic speeds allows the crew to detect any speed discrepancy which may affect approach and final phases. ‐ When a difference exists between computed speeds from FAC and FMGC, what are the best speeds to be relied on ? Answer: Whenever differences are observed, Airbus recommends to rely on QRH values. Refer to QRH/FPE-SPD Speeds.

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FLIGHT CREW BULLETINS GROUND SPEED MINI FUNCTION


FLIGHT CREW BULLETINS GROUND SPEED MINI FUNCTION A320



Ground Speed Mini Function...................................................................................................................................A

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GROUND SPEED MINI FUNCTION Ident.: FCB-FCB18-00013118.0001001 / 09 OCT 12 Applicable to: ALL

GENERAL When an approach is flown in managed speed mode, the crew will notice that the target speed (magenta) displayed on the PFD, is variable during the approach. This approach target speed, also called IAS target, is computed in the FMGS using the "ground speed mini function". The purpose of the Ground speed mini function is to take advantage of the aircraft inertia, when the wind conditions vary during the approach. The aircraft flies a target speed during the approach and the energy of the aircraft is maintained above a minimum level ensuring standard aerodynamic margins over stall. If the A/THR is active in SPEED mode, it will automatically follow the IAS target, ensuring efficient thrust management during the approach. PRINCIPLE The minimum energy level is based upon the ground speed the aircraft should have at touchdown, when landing at VAPP with the expected wind. It is called "GROUND SPD MINI". During the approach, the FMGS continuously computes the IAS target to keep the ground speed at or above the "Ground Speed Mini", based upon the actual winds. This IAS target is limited to VAPP. The IAS 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 the A/THR engagements. The following examples provide a comparison between the ground speed mini function versus the conventional selected speed hold function, in terms of speed target, and thrust management during an approach where winds are varying.

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Ground speed mini function provides all the information necessary to manage the thrust smoothly and efficiently during the approach, in the event of gusts or horizontal windshears. BASIC COMPUTATION Wind is a key factor in the ground speed mini function.

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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 are not inserted; they are taken into account during ground speed mini computation.

TOWER HEADWIND COMPONENT Component of the MAG WIND relative to the FMS runway axis. The FMS Runway axis is the landing runway axis entered in the F-PLN and indicated on the PERF APPR page. CURRENT WIND COMPONENT Component of the actual wind measured by ADIRS, relative to the aircraft axis. The three following formulae explain how the approach speed target (IAS target) is computed using the ground speed mini function. Note that this computation is different for the A320 and the A319, A321 or A320 with the modification which reduces VAPP (mod 25225).

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VAPP Computation A320 A320 with Mod 25225 A319/A321

VAPP COMPUTATION VAPP = VLS + 5 kt + 1/3 OF THE TOWER HEADWIND COMPONENT VAPP = VLS + MAX (5, 1/3 OF THE TOWER HEADWIND COMPONENT)

Wind correction limit: mini 0 kt, maxi 15 kt. VAPP may be changed manually by the crew if desired. The 5 kt increment to VLS is an Airworthiness requirement when autoland is used. (CAT 2 CAT 3) Tower headwind component is counted positively. In case of a tower tailwind, the wind correction is zero and VAPP = VLS + 5. Ground Speed Mini Computation The ground speed mini value is not displayed to the crew, but it is of interest to understand its principle. GS mini = VAPP - TWR HEADWIND COMPONENT ‐ The TWR HEADWIND COMPONENT is counted positively, ‐ The TWR HEADWIND COMPONENT is counted positively, ‐ If the TWR HEADWIND COMPONENT is below 10 kt or if there is a TWR TAILWIND COMPONENT, GS mini = VAPP -10. Approach Speed Target Computation (IAS Target) Approach speed target, also called IAS target is computed as the higher of: ‐ VAPP, ‐ GS mini plus current wind component. IAS target = MAX (VAPP, GS mini + CURRENT WIND COMPONENT) CURRENT HEADWIND COMPONENT is counted positively. CURRENT TAILWIND COMPONENT is counted negatively. No max value limitation exists. EXAMPLES NORMAL APPROACH ‐ Approach on Runway 09 - FMS Runway 09, ‐ TWR wind on PERF APPR page: 090/30, ‐ VLS = 130 kt.

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COMPUTATION

A320 (basic configuration)

VAPP

GS Mini

GS Mini = 145 - 30 = 115 kt

Current wind in Approach

GS Mini = 140 - 30 = 110 kt

IAS target (◃) A320 (basic configuration)

(a) 090/50 (b) 090/10 (c) 270/10 (d) 090/30

A320 (with Mod 25225) A319 - A321

MAX (VAPP, 115 + 50) = 165 kt MAX (VAPP, 115 + 10) = 145 kt MAX (VAPP, 115 - 10) = 145 kt MAX (VAPP, 115 + 30) = 145 kt

IAS target (◃) A320 (with Mod 25225) A319, A321 MAX (VAPP, 110 + 50) = 160 kt MAX (VAPP, 110 + 10) = 140 kt MAX (VAPP, 110 - 10) = 140 kt MAX (VAPP, 110 + 30) = 140 kt

CIRCLING APPROACH The crew will insert (primary F-PLN) the instrument approach to be flown to MDA. The secondary flight plan should contain final approach for the landing runway with the associated wind information. During the circling maneuver, the crew must activate the secondary in order to provide valid ground speed mini information. Example: Instrument Approach on RWY 27 Circling Approach to RWY 09 Winds a. 090/50 kt, b. 090/10 kt, CTV A320 FLEET FCOM

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c. 270/10 kt, d. 090/30 kt (TWR wind on PERF APPR). VLS = 130 kt The 3 formulae give the following results: = 130 + 5 + Zero* = 135 kt for A320 basic configuration 1. VAPP 130 + MAX (5 kt, Zero*) = 135 kt for A320 with Mod 25225, A319, A321, * wind is considered as tail wind because RWY 27 is selected in the F-PLN. 2. GS Mini = 135 - 10 = 125 kt (10 kt default wind value), 3. IAS target = MAX (135, 125 + current headwind component).

The IAS target is function of the runway which is selected in the active flight plan. Let us consider that the aircraft is actually on Final Approach onto Runway 09, the approach target speed in final will vary as follows in case Runway 27 or Runway 09 are inserted in the FMS F-PLN: Runway 27 selected in the F-PLN VAPP = 135 kt GS MINI = 125 kt

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A320 (basic configuration) Runway 09 selected in the F-PLN VAPP = 145 kt GS MINI = 115 kt

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A320 (Mod 25225) A319, A321 Runway 09 selected in the F-PLN VAPP = 140 kt GS MINI = 110 kt




VAPP VALUE (PERF APPR PAGE)

GS MINI

(1) RUNWAY 09 A320

145 kt

115 kt

(1 ) RUNWAY 27 A320 (Mod 25225) A319, A321

140 kt

110 kt

(2) RUNWAY 27

135 kt

125 kt

SELECTED RUNWAY IN F-PLN

ENCOUNTERED WINDS

IAS TARGET IN FINAL FOR RUNWAY 09

(a) 090/50 (b) 090/10 (c) 270/10 (d) 090/30 (a) 090/50 (b) 090/10 (c) 270/10 (d) 090/30 (a) 090/50 (b) 090/10 (c) 270/10 (d) 090/30

165 kt 145 kt 145 kt 145 kt 160 kt 140 kt 140 kt 140 kt 175 kt 135 kt 135 kt 155 kt

CONCLUSION If the landing runway inserted in the FMGS F-PLN is different from the actual landing runway, MANAGED APPROACH SPD shall not be used since the resulting targets may be significantly too high. (This rule applies wherever the FMS landing runway axis is different by 30 ° the actual landing runway axis). In this case, select the approach speed directly on the FCU.

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FLIGHT CREW BULLETINS PUBLICATION OF SOME ATTENDANT INFORMATION BULLETINS


FLIGHT CREW BULLETINS PUBLICATION OF SOME ATTENDANT INFORMATION BULLETINS A320



Publication of some Attendant Information Bulletins...............................................................................................A

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PUBLICATION OF SOME ATTENDANT INFORMATION BULLETINS Ident.: FCB-FCB20-00013121.0001001 / 09 OCT 12 Applicable to: ALL

EMERGENCY LIGHTING SYSTEM REASON FOR ISSUE Some cases of exit signs not illuminating during takeoff, landing and on ground have been reported. In normal operation with the "EMER EXIT LT sw" 4WL (25VU) in "ARM" position and the "NO SMOKING sw" 190RH (25VU) in auto position the exit signs extinguish only when the "NO SMOKING" signs extinguish at landing gear retraction and illuminate again at landing gear extention. Investigation revealed that the emergency power supply unit could remain frozen after power transfer. PROCEDURE During taxi and before landing check exit signs for proper illumination. If one or more exit signs are not illuminated, perform a reset of the emergency power supply by: 1. From attendant panel: ‐ Press the "EMERGENCY pb" 120RH once on flight attendant panel, ‐ Wait approximately 4 s, ‐ Press the "EMERGENCY pb" 120RH again to recover normal configuration. or 2. From the cockpit: ‐ Select the "EMER EXIT LT sw" on panel 25VU to "ON" position, ‐ Select the "EMER EXIT LT sw" to "ARM" position. If normal operation is not recovered, maintenance action is due before the next flight unless the dispatch is authorized by the MEL. DELIBERATE INHIBITION OF AMBIENT LAVATORY SMOKE DETECTORS (A/C with MOD 22561) EXPLANATION When the smoke detector grill is removed and foreing objects like tissue paper or plastic bags are packed around the detector (see graphic below), the result will have a serious impact on the detection system. The detector may not be able to "sample" the air.

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PROCEDURE The cabin crew is recommended to inspect the lavatory smoke detectors for tampering before every flight. If foreign bodies or sign of tampering are found, line maintenance should be informed. VACUUM TOILET RINSE VALVE LEAKAGE (A/C with MOD 26145) EXPLANATION An increase in vacuum toilet rinse value leakage has been experienced. Leakage at the vacuum toilet rinse valve in the forward lavatory may lead to water flooding in the cockpit with possible water spillage in the avionic bay. ACTION Airbus Industrie has initiated a modification consisting of the introduction of an improved rinse valve. PROCEDURE Pending the introduction of the improved rinse valve, it is recommended that the cabin crew perform a toilet flush in each lavatory before the first flight of the day. This should minimize the effect of possible overnight deposit inside the valve by draining the content. The cabin crew should advise the maintenance if abnormal water accumulation is found.

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This grill is a cover for the ambient smoke detector and the air extraction duct. The view shown is how the grill would appear when looked at from below. This grill can be removed. Foreign objects (tissues, plastic bags) have been found packed around the ambient smoke detector.

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FLIGHT CREW BULLETINS USE OF MANAGED GUIDANCE IN APPROACH AND NAV DATABASE VALIDATION



A320


USE OF MANAGED GUIDANCE IN APPROACH AND NAV DATABASE VALIDATION PRELIMINARY PAGES - TABLE OF CONTENTS

Use of Managed Guidance in Approach and NAV Database Validation................................................................ A

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USE OF MANAGED GUIDANCE IN APPROACH AND NAV DATABASE VALIDATION PRELIMINARY PAGES - TABLE OF CONTENTS


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USE OF MANAGED GUIDANCE IN APPROACH AND NAV DATABASE VALIDATION


USE OF MANAGED GUIDANCE IN APPROACH AND NAV DATABASE VALIDATION Ident.: FCB-FCB23-00013124.0001001 / 09 OCT 12 Applicable to: ALL

1. BACKGROUND The purpose of this FCOM Bulletin is to highlight SOP recommendations on the use of managed guidance in approach. The current body of published Instrument Approach Procedures (lAP) includes "old style" procedures, based on conventional radio NAVAIDs which cannot always be coded in the navigation database, in a suitable manner for satisfactory FMGS guidance in approach. Note:

RNAV procedures are usually designed and coded for optimum FMGS guidance in FINAL APP mode.

For conventional NPA using FMS managed lateral and vertical guidance, if the navigation database has been obtained from approved suppliers compliant with the requirements of ED76/DO200A, the validation of the approach coded in the database can be deferred to the flight crew, checking the FM F-PLN (on MCDU and ND) against the published approach chart. Note:

Conventional radio NAVAIDs must be available and monitored during the approach, and must be considered as the primary means of navigation.

For RNAV approaches using FMS managed lateral guidance only, based on the provisions of AMC 20 XZ (draft), if the navigation database has been obtained from approved suppliers compliant with the requirements of ED76/DO0200A, the validation of the approach lateral flight path coded in the navigation database can be deferred to the flight crew, checking the FM F-PLN (on MCDU and ND) against the published approach chart. Note:

When flying an RNAV approach using NAV mode associated with selected vertical guidance (FPA, V/S), the distance to the runway or the MAP versus altitude is the primary means of vertical navigtation, the vertical deviation on the PFD may be unreliable.

For RNAV approaches using FMS managed lateral and vertical guidance, the vertical flight path coded in the navigation database must be validated by the operator. Validation of the navigation database should ensure that the lAP is of an eligible type, and is correctly coded so that the aircraft in FINAL APP mode will fly a constant flight path angle from the FAF to the runway with the required obstacle margins. Different methods or processes can be used to validate the lAP that is coded in the navigation database. One method is to fly each approach in a simulator (or equivalent device), or with the aircraft when weather conditions are good. An lAP that is regularly and correctly flown in FINAL APP mode can be considered as validated. CTV A320 FLEET FCOM

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Another method is to use a dedicated software to read the navigation database diskette. The listing or display of the coded lAP is then assessed by comparing it with the approach chart. The airline should keep an up-to-date record of the lAPs that are approved for the use of FINAL APP mode. 2. IAP AND 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 lAP (with the MAP before the runway), and the associated MCDU display. Refer to drawings below.

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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. We will see that it is important for the crew to identify the MAP position. Sometimes, a Step Down Fix (SDF) is added on the approach final descent, between the FAF and the MAP. The SDF is not necessarily identical to the waypoints published on the approach chart. The identification of the waypoints shown on the MCDU often differs from the identification shown on the approach chart. THE LATERAL F-PLN CODING REQUIREMENTS The FACF and the FAF must be aligned with the approach course. If 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 on the final approach course. For aircraft equipped with Honeywell FMS, approach procedures, including a Pl-CF Leg (PROC T displayed between 2 approach waypoints on the MCDU F-PLN page), are not permitted with AP or FD managed guidance. These approaches must be flown in selected guidance, using published approach chart and NAVAID raw data. 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 on 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 lAP", with the MAP after the runway threshold, and depending on 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 ft). But, sometimes, this difference may be higher. Therefore, as it is not acceptable for the use of FINAL APP mode, we recommend validating the lAP with a MAP after the runway threshold, either in a simulator (or equivalent device), or with the aircraft in good weather conditions.

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An FPA (≠ 0 °) must be coded for each SDF that is on the final approach descent. The MAP of an RNAV lAP must be located at the runway threshold. Additional vertical requirements for RNAV approaches (applicable to FMS Honeywell and not applicable to FMS Honeywell R1A) The MAP of RNAV approaches must be located at the runway threshold. Whenever the FMGC identifies an lAP labelled RNAV, it constructs the vertical flight profile assuming that there is an altitude constraint at the MAP equals to the runway threshold plus 50 ft. If the MAP is located significantly before the runway threshold, the FMGC computes an incorrect vertical flight path, and will display a wrong vertical deviation indication (VDEV) on the PFD. Consequently, the MAP crossing altitude on the F-PLN page will be incorrect compared to the published value. As a result, an RNAV lAP with a MAP located before the runway threshold must not be validated to be flown with the full FMS managed mode FINAL APP. Note:

The approaches labelled "GPS" are not affected and can be flown in FINAL APP mode.

3. FLIGHT CREW PROCEDURES The SOP (Refer to PRO-NOR-SOP-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. As applicable, the crew should first check that the Airline has approved the approach for FINAL APP mode use.

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3.1 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 lAP chart. For the final approach procedure, the crew should check the: ‐ Approach course, ‐ Waypoints and associated altitude constraints, ‐ lAP must not include a Procedure Turn (PROC T indicated on the MCDU), ‐ Distance from the FAF to RW, or FAF to MAP, ‐ Approach angle (shown on 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 ‐ lAP does not include a PI-CF leg (PROC displayed on the MCDU) ‐ MAP of an RNAV lAP must be located at the runway threshold. Note:

The MAP of a GPS lAP can be located before the runway threshold.

‐ Altitude at the MAP, or at the runway threshold: If the crossing altitude at MAP is not shown on the approach chart, crosscheck consistency with the distance to the runway and the approach angle. 3.2 LIMITATIONS TO APPROACH F-PLN MODIFICATIONS When performing an lAP, 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 on 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 FMS 2: 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. 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 on the final approach course before reaching the FAF, or ‐ Before FAF, at the latest, provided the interception angle is small. CAUTION

‐ Before arming NAV, check that the correct "TO" waypoint is displayed on 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 on the final approach course.

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. 3.3 APPROACH MONITORING Except for RNAV lAP, approach NAVAIDs should be tuned and the associated raw data should be displayed and actively-monitored. This active monitoring should include vertical navigation, using altimeter readings versus DME distances or the equivalent. For RNAV lAP, vertical navigation can be monitored by using the distance to the RW, or to the MAP displayed on the ND, and the altimeter reading. After passing the FAF, when stabilized on the final descent, the crew should check that the X-TRK and VDEV are correct, and that the FPV is consistent with the approach angle. When APPR is selected on the FCU, the crew must verify the: ‐ Correct FMA display (APP NAV green, FINAL blue), ‐ Correct TO waypoint on the ND, CTV A320 FLEET FCOM

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‐ 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 on the ND, ‐ Correct blue track on the ND, armed for Missed Approach, ‐ That the aircraft starts the descent and follows the correct lateral and vertical flight path. If HIGH ACCUR is lost during the approach, but active radio NAVAID monitoring confirms correct navigation, the approach can be continued in FINAL APP mode. Otherwise, the crew should revert to TRK/FPA mode to fly the aircraft with NAVAIDs raw data. The lAP 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 ‐ FM 1/FM 2 POS DIFF, unless NAVAID raw data is available to revert to selected modes. 3.4 CREW REPORTING The crew must report any lateral or vertical NAV guidance anomaly to their Flight Operations. The report must be fully-documented to enable further investigation and corrective actions: It should, therefore, include the following information: ‐ Approach designation and airport, ‐ Aircraft type, MSN, GW, wind/temperature, ‐ Navigation database cycle, ‐ Pilot selections, FMA, ND, MCDU displays, ‐ Description of anomaly, flight path, ‐ DFDR/QAR reading.

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FLIGHT CREW BULLETINS AIRCRAFT HANDLING IN FINAL APPROACH


FLIGHT CREW BULLETINS AIRCRAFT HANDLING IN FINAL APPROACH A320



Aircraft Handling in Final Approach........................................................................................................................ A

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FCB-FCB24-PLP-TOC P 1/2 30 MAY 13





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AIRCRAFT HANDLING IN FINAL APPROACH Ident.: FCB-FCB24-00013125.0001001 / 29 MAY 13 Applicable to: ALL

REASON FOR ISSUE During the approach, with the A/THR active, Airbus recommended to set the thrust levers above the CL detent (but below the MCT detent), in exceptional circumstances, if the speed significantly dropped below VAPP. However this procedure is not trained and proved to have more drawbacks than advantages. Therefore, Airbus no longer recommends to use this procedure. The procedure is deleted from the operational documentation. If the A/THR performance is not satisfactory, the flight crew should take over, and control the thrust manually. GENERAL The purpose of this FCOM Bulletin is to highlight certain aspects of aircraft handling during final approach, and to illustrate that the feedback received from in-service experience merits further attention. Although approach in turbulence is part of this discussion, windshear in approach is not addressed here. For more details on the subjects of "Windshear in Approach" and "Operations in Windshear or Downburst Conditions", Refer to PRO-SUP-91-20. APPROACH STABILIZATION CRITERIA The prerequisite for a successful final approach and landing is to stabilize the aircraft on the final approach trajectory in pitch, thrust, airspeed, and bank angle. This signifies that the: ‐ Aircraft is established on the: • Final approach trajectory, and only minor heading corrections are necessary (except for indirect or curve approaches) to correct the effect of external conditions, acting on the roll axis • Final approach vertical flight path, and only minor pitch corrections are necessary to correct the effect of external conditions; ‐ The target speed is maintained on the desired descent path, with the appropriate thrust (not stabilized at idle). Airbus policy requires that stabilized conditions be reached at 1 000 ft Height Above Threshold in IMC, and 500 ft feet in VMC, and that they be kept down to the flare height. In turbulent conditions, there may be heading, pitch, and thrust corrections of such a magnitude that it could be difficult to determine when to consider the approach stabilization criteria as being lost. Thrust corrections, in particular with the A/THR ON, could lead engines to temporarily reduce thrust to idle, which may not be desirable close to the ground, if the aircraft level of energy is low.

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FCB-FCB24 P 1/4 30 MAY 13



The PNF callout for excessive deviation is certainly an indication for the PF to decide/determine if the approach becomes destabilized. However, the answer to this question is generally a matter of pilot judgement. The pilot must assess whether or not it is possible to return to nominal conditions early enough: That is, at the latest before flare initiation. If the pilot judges that it will not be possible to start the flare at the correct height with the correct attitude, sink rate, and thrust, or if the pilot starts to feel "out of the loop", then it is time to perform a go-around. PNF CALLOUT In approach, the PNF is expected to monitor the PFD and to make a callout, when some parameters are exceeded. The Airbus FCOM Standard Operating Procedures (Refer to PRO-SUP-91-20 and Refer to PRO-NOR-SOP-18) state that a callout should be made, if: ‐ Speed becomes lower than the speed target -5 kt, or greater than the speed target +10 kt ‐ Pitch attitude becomes lower than 2.5 ° nose down, or greater than 10 ° nose up ‐ Bank angle becomes greater than 7 ° ‐ Descent rate becomes greater than 1 000 ft/min ‐ Excessive LOC or GLIDE deviation occurs (Refer to PRO-NOR-SOP-90 Flight Parameters in Approach). The suitable PF response would be to immediately take appropriate actions to control the exceeded parameter and evaluate whether stabilized conditions will be recovered early enough. Otherwise, a go-around must be initiated. The PF should acknowledge the PNF callout so that crew coordination remains effective. AIRCRAFT HANDLING ON THE LONGITUDINAL AXIS The pilot's objective, with respect to the longitudinal axis, is to control the airspeed and the vertical flight path. For thrust and speed control, it is recommended to use FMGS managed speed, in order to benefit from the minimum GS function. The A/THR is, in particular, best suited to tracking a moving target speed, when flying in managed speed mode. Statistically, the A/THR provides the best protection against airspeed excursions and its use is, therefore, recommended even in turbulent conditions, unless thrust variations become excessive. A/THR response to airspeed variations is the result of a design compromise between performance and comfort, and it is optimized when the AP is engaged. Therefore, in turbulent conditions and when flying manually, the pilot may sometimes find it to be too slow or lagging. If conditions are such that a large speed decrease with engines at idle is anticipated, then the PF may take over thrust manually to recover the speed target and continue the approach in manual thrust.

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It is not recommended to use the speedbrakes in the final approach. In final approach, the drag with the Landing Gear down is normally sufficient to cope with all kinds of situations, including a tailwind landing. The pilot's objective, with respect to vertical navigation, is to maintain a constant flight path angle down to the runway threshold, using the vertical deviation indication of an ILS, the FMGS VDEV indication, the indication of an external lighting system, or visual cues. However, when approaching flare height, the pilot's primary objective will progressively shift from vertical flight path control to safe pitch attitude and vertical speed, to start the flare in good conditions. The PF will primarily control the attitude and the vertical speed to perform a safe flare. If the vertical speed is too high, prior to starting the flare, the vertical deceleration that can be achieved during flare may be insufficient to avoid a hard landing. The aircraft may touch down with an excessive residual vertical speed and pitch rate, which may lead to bouncing and exposure to tailstrike. The pilot should also consider that the flare height might vary slightly from one aircraft type to another, depending on aircraft inertia. In the event of turbulence and wind gradient, pitch monitoring is of primary importance when close to the ground. The pilot should react promptly to any uncommanded pitch down tendency, to avoid ducking under, with a risk of premature touchdown. If vertical speed and pitch attitude become the primary objectives, the touchdown point might occur slightly further ahead on the runway, thereby reducing the available stopping distance. In the large majority of landings, and based on the pilot's judgement, this effect should be acceptable. However, in case of doubt, it is always best to perform a go-around. AIRCRAFT HANDLING ON THE LATERAL AXIS Generally speaking, lateral handling of fly-by-wire aircraft is conventional. But, in very gusty conditions, it is necessary to recall the principle of the flight control law in roll. With the sidestick, the pilot can order a roll rate up to a maximum of 15 °/s. However, the aerodynamic capacity of the roll surfaces, when fully deflected, is much higher: That is, up to about 40 °/s. This means that, if the aircraft is flying through turbulence that produces a roll rate of 25 °/s to the right, the aircraft still has the capacity to roll to the left at a rate of 15 °/s, with full sidestick command. This is more than what is necessary in the worst conditions. The sidestick's ergonomical design is such that the stop at full deflection is easily reached. This may give the pilot the impression that the aircraft is limited in roll authority, because there is a time delay before the pilot feels the result of his/her action. On conventional aircraft, due to the control wheel inertia, the pilot needs considerably more time to reach the flight control stop. The flight control system of Airbus fly-by-wire aircraft partially counteracts roll movements induced by the effect of gust, even with the sidestick in the neutral position. The PF must ensure that the overall corrective orders maintain the desired aircraft lateral axis. He/she will minimize lateral inputs and will resist applying sidestick order from one stop to the other. CTV A320 FLEET FCOM

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Every sidestick input is a roll rate demand, superimposed on the roll corrections already initiated by the fly-by-wire system. The pilot should only apply "Ionger-term" corrections as needed. Before flare height, heading corrections should only be made with roll. As small bank angles are possible and acceptable close to the ground, only small heading changes can be envisaged. Otherwise, a go-around should be initiated. Use of rudder, combined with roll inputs, should be avoided, since this may significantly increase the pilot's lateral handling tasks. Rudder use should be limited to the "de-crab" maneuver in case of crosswind, while maintaining the wings level, with the sidestick in the roll axis. (Refer to the FCOM's SOP, for Crosswind Landing Techniques). SUMMARY In summary, the following are the main points addressed by this Bulletin: ‐ Strictly observe the approach stabilization criteria to decide whether to land, or to perform a go-around ‐ Promptly react to any pitch down at low height, to avoid ducking under ‐ Reach the flare height with the correct pitch attitude and sink rate ‐ In turbulent conditions, it is recommended to use the A/THR, unless the PF is not satisfied by the A/THR response ‐ Refrain from excessive sidestick roll activity. Order "Ionger-term" roll corrections ‐ Restrict rudder use to "de-crabbing" in crosswind.

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FLIGHT CREW BULLETINS USE OF RUDDER ON TRANSPORT CATEGORY AIRPLANES


FLIGHT CREW BULLETINS USE OF RUDDER ON TRANSPORT CATEGORY AIRPLANES A320



Use of Rudder on Transport Category Airplanes....................................................................................................A

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USE OF RUDDER ON TRANSPORT CATEGORY AIRPLANES Ident.: FCB-FCB25-00013126.0001001 / 22 MAY 12 Applicable to: ALL

REASON FOR ISSUE On February 8th, 2002, the National Transportation Safety Board (NTSB), in cooperation with the French "Bureau Enquetes Accidents (BEA)", issued recommendations that aircraft manufacturers re-emphasize the structural certification requirements for the rudder and vertical stabilizer, showing how some maneuvers can result in exceeding design limits and even lead to structural failure. The purpose of this FCOM Bulletin is to re-emphasize proper operational use of the rudder, highlighting certification requirements and rudder control design characteristics. YAW CONTROL GENERAL In flight, yaw control is provided by the rudder, and directional stability is provided by the vertical stabilizer. The rudder and vertical stabilizer are sized to meet the two following objectives: ‐ Provide sufficient lateral control of the aircraft during crosswind takeoffs and landings, within the published crosswind limits (Refer to LIM-12 Airport Operations) ‐ Provide positive aircraft control under conditions of engine failure and maximum asymmetric thrust, at any speed above VMCG (minimum control speed on ground). The vertical stabilizer and the rudder must be capable of generating sufficient yawing moments to maintain directional control of the aircraft. The rudder deflection, necessary to achieve these yawing moments, and the resulting sideslip angles can place significant aerodynamic loads on the rudder and on the vertical stabilizer. Both vertical stabilizer and rudder are designed to sustain loads as prescribed in the JAR/FAR 25 certification requirements which define several lateral loading conditions (maneuver, gust loads and asymmetrical loads due to engine failure) leading to a required level of structural strength. CERTIFICATION REQUIREMENTS For certification in accordance with JAR/FAR 25.351, loads on the stabilizer and the rudder are defined, considering yawing maneuvers as shown below, for a range of speeds from VMC (minimum control speed) to VD/MD (maximum design speed), from sea level up to maximum altitude, and over the full range of aircraft weights and Center of Gravity limits: 1. With the aircraft in unaccelerated and stabilized straight flight, the rudder pedal is suddenly displaced to the maximum available deflection at the current aircraft speed. CTV A320 FLEET FCOM

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2. With the rudder deflected as shown above, the aircraft yaws to the resulting overswing sideslip angle, and then stabilizes at a somewhat smaller steady-state slideslip angle.

3. With the airplane yawed to the steady-state (static) sideslip angle corresponding to the above rudder deflection, the certification regulations assume that the rudder pedal is released to neutral. Note:

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Because the aircraft has natural yaw stability, returning the rudder to neutral will also result in returning the sideslip angle to neutral.

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Certification yawing maneuver design

JAR/FAR 25 requires the above yawing maneuver to be analyzed over the full range of specified conditions. The most severe loads imposed on the vertical stabilizer and rudder are identified. The same analysis is performed for lateral gusts, rolling maneuvers and asymmetrical engine failure conditions. The most severe of all these cases and associated loads provides the design basis for the vertical stabilizer and rudder. The above loads define the limit loads according to JAR/FAR 25 requirements. These loads correspond to the maximum loads that may be expected in service. According to JAR/FAR 25 requirements, the ultimate loads are defined as the limit loads multiplied by a prescribed safety factor of 1.5 unless otherwise specified. The aircraft structure must be able to sustain limit loads without detrimental permanent deformation and ultimate loads without failure for at least 3 s. Higher loads could lead to structural failure.

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CAUTION

Sudden commanded full, or nearly full, opposite rudder movement against a sideslip can generate loads that exceed the limit loads and possibly the ultimate loads and can result in structural failure. This is true even at speeds below the maximum design maneuvering speed, VA.

Certification regulations do not consider the loads imposed on the structure when there is a sudden full, or nearly full, rudder movement that is opposite to the sideslip. RUDDER CONTROL The rudder surface is controlled by 3 actuators, commanded by a cable run from rudder pedals, to which the flight control input (yaw damping and turn coordination functions coming from the ELACs and the FACs) are added. The rudder travel limiter, controlled by the FACs, is designed to progressively reduce the available total rudder travel depending on aircraft speed. This provides sufficient yaw control within the entire flight envelope, including engine failure and maximum asymmetric thrust, limiting the lateral loads on the stabilizer and rudder so that they remain within the certification limits. Rudder travel is limited as a function of the aircraft speed, as shown below: ‐ At low speeds, the rudder deflection required to maneuver the aircraft in yaw is large, and so are the resulting pedal displacement and forces ‐ At high speeds, the rudder authority is limited but the gearing between the pedals and the rudder does not change. Therefore, less force will be required to achieve maximum available rudder deflection.

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As speed increases, the rudder deflection required by any yaw maneuver (eg, engine failure and maximum asymmetric thrust) decreases, and consequently, so do rudder pedal displacement and associated forces. Rudder pedal displacement is almost linearly proportional to rudder deflection.

Thus, to explain the two preceding graphs: The rudder pedal displacement and the resulting pedal forces required to achieve a given rudder deflection are independent from aircraft speed

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‐ To start moving the rudder pedals from the neutral position, a minimum force of ± 9 daN must be applied ("breakout force") ‐ At low speeds, i.e. up to approximately 150 kt, maximum available rudder deflection (25 ° for the A320/A321 and 30 ° for the A318/A319) is obtained by moving the rudder pedals to their maximum travel which represents a 30 daN force applied on the pedals ‐ At higher speeds, for example at 350 kt, the maximum available rudder deflection is reduced to approximately 4 °. It is consequently obtained with less rudder pedal displacement which represents approximately a 13 daN force applied on the pedals (approximately 40 % of the maximum force to reach full pedal travel). OPERATIONAL RECOMMENDATIONS In order to avoid exceeding structural loads on the rudder and vertical stabilizer, the following recommendations must be observed. 1. The Rudder is Designed to Control the Aircraft, in the Following Circumstances 1.1 In Normal Operations, for Lateral Control: ‐ During the takeoff roll, when on ground, especially in crosswind conditions ‐ During landing flare with crosswind, for decrab purposes ‐ During the landing roll, when on ground. In these circumstances, large and even rapid rudder inputs may be necessary to maintain control of the aircraft. Rudder corrections should always be applied as necessary to obtain the appropriate aircraft response. On Airbus aircraft, the rudder control system includes a turn coordination function to achieve acceptable turn coordination. 1.2 To Counteract Thrust Asymmetry Full rudder authority can be used to compensate for the yawing moment of asymmetric thrust. Note:

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At high speed (i.e. slats retracted), thrust asymmetry (eg. due to an engine failure) has relatively small effect on yaw control of the aircraft. The amount of rudder required to counter an engine failure and center the sideslip is small.

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1.3 In Some Other Abnormal Situations The rudder may also be used in such abnormal situations as: ‐ Loss of both yaw damper systems. The rudder may be used as deemed necessary, for turn coordination to prevent excessive sideslip ‐ Rudder trim runaway. The rudder may be used to return the rudder to neutral ‐ Landing with abnormal landing gear position. The rudder can be used for directional control on ground. In all of the above mentioned normal or abnormal circumstances, proper rudder maneuvers will not affect the aircraft's structural integrity. Note:

In the event of a rudder travel limit system failure, refer to the relevant RUDDER TRAVEL LIMIT FAULT procedure.

2. The Rudder Should Not be Used ‐ To induce roll, or ‐ To counter roll, induced by any type of turbulence. Whatever the airborne flight condition may be, aggressive, full or nearly full, opposite rudder pedal inputs must not be applied. Such inputs can lead to loads higher than the limit, and can result in structural damage or failure. The rudder travel limiter system is not designed to prevent structural damage or failure in the event of such rudder system inputs. Note:

Rudder pedal reversals must never be incorporated into airline policy, including so-called" aircraft defensive maneuvers" to disable or incapacitate hijackers.

As far as dutch roll is concerned, yaw damper action and natural aircraft damping are sufficient to adequately dampen dutch roll oscillations. The rudder should not be used to complement the yaw damper. Note:

Even if both yaw damper systems are lost, the rudder should not be used to dampen the dutch roll. Refer to the YAW DAMPER FAULT procedure.

3. Special Cases Recovery techniques from upset situations Proper use of the rudder, particularly during maneuvers intended to address upset recovery, are emphasized in the Airbus Training Program, supported by the industry-produced 1998 "UPSET RECOVERY TRAINING AID".

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FLIGHT CREW BULLETINS AUTOMATIC LANDING PERFORMANCE


FLIGHT CREW BULLETINS AUTOMATIC LANDING PERFORMANCE A320



Automatic Landing Performance............................................................................................................................. A

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AUTOMATIC LANDING PERFORMANCE Ident.: FCB-FCB27-00013128.0001001 / 02 MAR 11 Applicable to: ALL

REASON FOR ISSUE Abnormal automatic landing behaviors are periodically reported on some airports/runways with specific terrain profile before runway threshold, or specific runway profile. AUTOMATIC LANDING FLARE MODE All Airbus aircraft use similar FLARE modes for automatic landing. The FLARE mode is initiated at a given radio altitude (RA), which can be either advanced or delayed in function of the Rate Of Descent (ROD) - measured as a rate of change of RA with time. Once the FLARE mode is engaged, the flare is commenced by an open-loop elevator input (pre-command), which is adapted to the aircraft GW, CG and GS. The flare is then continued with a closed-loop signal to satisfy ROD and RA targets function of the horizontal distance (or time). The pitch demand given by the flare pre-command is modified by pitch demands in order to reduce the differences between the actual and the desired RA and ROD. The intent is to reduce both the ROD and the RA as a function of distance or time so that the aircraft touches down with a reasonable ROD in a reasonable distance (or time - typically 7 to 9 s). This is effectively what a pilot does during manual flare. As the ground approaches, pitch-up input is introduced to reduce the ROD; the importance of the input varies according to the pilot's perception of the rate at which the ground is approaching. AUTOMATIC LANDING CERTIFICATION REQUIREMENTS The automatic landing certification regulations are complex and impose many requirements on the system. Among performance requirements are limits on touch down vertical speed and touch down distance from runway threshold. These limits are expressed in term of probability to exceed ultimate values; for touch down vertical speed and distance these limits are: ‐ The probability to exceed a touch down vertical speed of 10 ft/s must be less than one per -6 million (10 ), ‐ The probability to touch down at a distance less than 60 m from the runway threshold or more -6 than 900 m must be less than one per million (10 ). There are similar requirements for the touch down lateral distance from the runway centerline, for the bank angle at touch down and lateral deviation during rollout. To demonstrate statistically compliance with these requirements, the aircraft manufacturers use a combination of flight tests and simulation tools and must cover the full range of GW, CG and winds in a range of pressure altitude up to the maximum certified altitude for automatic landing (Refer to the AFM). CTV A320 FLEET FCOM

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The automatic landing system performance has been demonstrated during certification with CAT II/III ILS beams with a G/S from 2.5 ° to 3.15 °. There is no certification requirement to prove that the automatic landing system will perform as expected at all conceivable airports. Certification flight tests are performed on a limited number of airports equipped with a CAT II or CAT III ILS. However, the simulation tests must include specific unusual terrain profile before runway threshold and specific runway slope: ‐ Runway slope of ±0.8 % . ‐ 20 ft step before runway threshold ‐ Rising terrain slope of 12.5 ° followed by 60 m horizontal surface just before runway threshold. Airbus aircraft meet all these certification requirements. In addition, Airbus has assessed in simulation the effect of terrain/runway profiles of specific airports known to be somehow problematic ("special terrain/runway profile"). The appendix 8 of FAA AC 120-280 related to irregular terrain assessment as part of the CAT III operational evaluation gives the following background: "FAA type design approval of flight guidance systems provides for generic performance evaluation of autoland capability through simulation with reference terrain conditions, and flight testing at a few particular locations. This is to verify suitability of the design analysis. When an aircraft is type certificated for use of a flight guidance system, it is not the intent, nor is it practical that each model of aircraft be tested at each conceivable locations that it could potentially be used in operations ... While type design certification addresses generic system performance, specific operational review and approval of particular aircraft type/site autoland performance is necessary when minima are predicated on the use of autoland. This is especially important at airports with irregular pre-threshold terrain (e.g., cliffs, valleys, sea walls) in the area of final approach within approximately 1 500 ft of runway threshold." AUTOMATIC LANDING DISTANCE The automatic landing distance calculation uses a realistic airborne distance obtained from flight tests demonstrations - statistically determined as the mean touch down distance from runway threshold plus 3 times the standard variation of this distance -, which is then added to a ground distance calculated with maximum braking starting at the mean touchdown speed plus 3 times the standard variation of this speed. The combined airborne and ground distances are then multiplied by 1.15 to give the automatic landing distance. Refer to QRH Autoland. The required landing distance cannot be less than the manual landing distance multiplied by 1.67 (or 1.67 x 1.15 on wet runway) or the automatic landing distance, whichever is the highest. The airborne mean distance and its statistical variation is determined using data collected for the certification process. A special runway profile (for example hill top double slope) may lead to increase airborne distances.

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EFFECT OF TERRAIN/RUNWAY PROFILE A higher ROD in the last part of the approach (due to terrain profile before runway threshold) will cause the flare mode to engage earlier than usual. A rising slope before the runway can cause the flare to engage higher, and the aircraft may temporarily float above the runway surface before the pitch is reduced to resume a gentle descent down to the runway leading to a long flare. If, in addition, the runway has a negative slope, the descent will be further prolonged. However, the system will always try to re-establish the aircraft on the flare profile. In general, runways sloping up are prone to produce firm landings whereas runways sloping down will tend to produce long flares. Double runway slope with hill top located in the touch down zone may significantly affect the statistical distribution of the touch down point, increasing sometimes the airborne distance. A flare is a dynamic maneuver, and flares are never exactly the same. To satisfy certification requirements, the RA signal is filtered to avoid irregular variations, and the aircraft reaction in pitch is limited in order to prevent over-reactions in the event of erroneous signal variations. The consequence of these requirements is a more sluggish response to variations in RA signal, which restricts the ability to cope with large variations in terrain/runway profile. OPERATIONAL DEMONSTRATION For the purpose of CAT II/III operational demonstration, the airline has to perform a number of automatic landings in good weather conditions on different runways, usually at their home base and main destinations. To determine if an airport/runway is eligible for CAT II/III operations, the Appendix 1 of JAR OPS 1.440 (h) requires that: 1. "Each aeroplane type/on-board equipment/runway combination must be verified by the completion of at least one approach and landing in Category II or better weather conditions, prior to commencing Category III operations. 2. For runways with irregular pre-threshold terrain or other foreseeable or known deficiencies, each aeroplane type/on-board equipment/runway combination must be verified by operations in Category I or better weather conditions, prior to commencing Category II or III operations". The appendix 8 of FAA AC 120-280 says: "At typical airports runways that are not considered to be "special terrain", the review and approval process usually consists of verifying the operator's report or performance for a small number of "Iine landings" using the flight guidance system in weather conditions better than those requiring use of CAT II or lower minima". Before deciding that an airport/runway is suitable for automatic landing, the operator must seek information on the local characteristics of the runway and verify that the airport is not listed as "special terrain" for CAT II/III operations (e.g., those listed for example in the CAT II/III Status on the FAA web site). CTV A320 FLEET FCOM

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For airports/runways that exhibit special characteristics (pre-threshold terrain, runway profile or a combination of both), a specific operational evaluation is generally necessary. This initial evaluation should consist in 4 to 6 automatic landings in typical wind conditions and representative LW to be performed by a CAT III qualified and experienced pilot (Airline technical pilot, senior training pilot, .... ). DFDR data need to be analyzed to verify that the automatic landing system performed adequately. Airbus may support the operator for this data analysis. This initial evaluation should be then complemented by the monitoring of typically 25 automatic landings in line operation. This evaluation program should be done with the agreement of the operational authorities using for example the guidelines from FAA AC 120-280 Appendix 8. AUTOMATIC LANDING IN CAT I OR BETTER WEATHER CONDITIONS Automatic landings need sometimes to be performed in CAT I or better weather conditions for flight crew training purpose or for operational evaluation/demonstration. Although the automatic landing system performance has been demonstrated during certification with CAT II/III ILS beams, automatic landing is possible on a CAT I ILS, or on a CAT II/III ILS when the ILS protection is not activated (Low Visibility Procedure not enforced), provided: ‐ The operator has checked that the ILS beam quality and the effect of the terrain profile before the runway have no adverse effect on autopilot guidance. For that, the operator should seek information on terrain discontinuities before runway threshold and runway slope. Information from other operators with the same aircraft type and airport authorities can also be used. ‐ The flight crew is aware that LOC or G/S beam fluctuations independent of the aircraft system may occur, and the PF is prepared to immediately disconnect the AP and to take the appropriate action, should unsatisfactory guidance occur. AUTOMATIC ROLLOUT ON CAT II RUNWAYS For CAT II operations there is no requirement on LOC beam quality for the rollout segment. Automatic rollout in CAT II operations on a runway that is not CAT III qualified remains under the crew responsibility. ‐ As LOC beam fluctuations independent of the aircraft system may occur, the PF should be prepared to take over directional control if the AP disconnects during rollout, or to immediately disconnect the AP if unsatisfactory rollout guidance occurs. AUTOMATIC LANDING ABOVE MLW For some Airbus models, the FCOM OVERWEIGHT LANDING procedure may indicate that automatic landing is certified up to the MLW but that flight tests have been performed successfully up to a higher LW. The FCOM states that in case of emergency, and under crew responsibility, an automatic landing may be performed up to this higher LW, provided the runway is approved for automatic landing. CTV A320 FLEET FCOM

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This means that Airbus has performed a number of automatic landings up to this higher LW for average conditions in term of CG, wind, and runway characteristics. The full range of conditions required by the certification requirements have not been assessed for LW higher than the MLW. However, the tests performed are sufficient to indicate that the possibility of an automatic landing is an option that the flight crew can consider in its decision making resulting from an emergency in particular operational situation. AUTOMATIC LANDING WITH OUT-OF-DATE ADIRS MAG VAR TABLE Some Airbus SA and LR aircraft continue to fly a number of years with ADIRS part numbers fitted with out-of-date magnetic variation tables. If the ADIRS magnetic variation differs by more than 2 ° or 3 ° (depending of aircraft type) compared to the airport current magnetic variation, the lateral performance of the automatic landing and rollout is significantly affected, which prevents from using the automatic landing system on these airports. Airbus publishes in the FCOM for each year, the list of airports where automatic landing is no more authorized with these ADIRS part numbers. AIRPORTS/RUNWAYS WITH "SPECIAL TERRAIN/RUNWAY PROFILE" The consequences of irregular terrain or runway profile on the automatic landing system performance can be quite variable. For example, the automatic landing RW 03 R in Johannesburg (JNB) had to be suspended for the Airbus SA until certification of a new standard of FMCG (refer to FCOM Limitation). Another example is RW 32 in Leeds (LBA) also with Airbus SA where the consequence of the runway profile is only a possibility of long flare. In this case an increase of the automatic landing distance of 300 m is sufficient to address the runway specificity.

CTV A320 FLEET FCOM

←A





CTV A320 FLEET FCOM


PERFORMANCE


PERFORMANCE PRELIMINARY PAGES A320


TABLE OF CONTENTS

PER-LOD Loading PER-OPD Operating Data PER-THR Thrust Ratings PER-TOF Takeoff PER-FPL Flight Planning PER-CLB Climb PER-CRZ Cruise PER-HLD Holding PER-DES Descent PER-GOA Go Around PER-LDG Landing PER-OEI One Engine Inoperative

CTV A320 FLEET FCOM

PER-PLP-TOC P 1/2 16 JUL 13



TABLE OF CONTENTS


CTV A320 FLEET FCOM

PER-PLP-TOC P 2/2 16 JUL 13



M

Localization


DU identification

DU date


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PER-PLP-LETDU P 1/2 28 AUG 13





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PER-PLP-LETDU P 2/2 28 AUG 13

PERFORMANCE LOADING


PERFORMANCE LOADING A320



PER-LOD-GEN GENERAL

DEFINITIONS...........................................................................................................................................................A

PER-LOD-CGO CARGO LOADING

GENERAL................................................................................................................................................................ A DESCRIPTION.........................................................................................................................................................B RESTRAINT SYSTEM.............................................................................................................................................C CARGO LOADING SYSTEM (If installed).............................................................................................................. D CARGO CAPACITY.................................................................................................................................................E CARGO DOOR OPERATION..................................................................................................................................F LOCATION OF SERVICE PANELS........................................................................................................................G

PER-LOD-FUL FUEL

GENERAL INFORMATION......................................................................................................................................A REFUELING.............................................................................................................................................................B GROUND FUEL TRANSFER..................................................................................................................................C DEFUELING.............................................................................................................................................................D OVERWING GRAVITY REFUELING...................................................................................................................... E REFUELING WITH ONE ENGINE RUNNING........................................................................................................ F APU START/SHUTDOWN DURING REFUELING/DEFUELING............................................................................G USE OF MANUAL MAGNETIC INDICATORS (MMI)............................................................................................. H

PER-LOD-WBA WEIGHT AND BALANCE PER-LOD-WBA-LTS LOAD AND TRIM SHEET

GENERAL................................................................................................................................................................ A DATA........................................................................................................................................................................B DESCRIPTION.........................................................................................................................................................C LOAD AND TRIM SHEET.......................................................................................................................................D

PER-LOD-WBA-FIT FUEL INDEX TABLES PER-LOD-WBA-FIT-10 FUEL INDEX TABLE

GENERAL................................................................................................................................................................ A FUEL INDEX TABLE FOR INNER TANK...............................................................................................................B FUEL INDEX TABLE FOR OUTER TANK............................................................................................................. C FUEL INDEX TABLE FOR CENTER TANK........................................................................................................... D

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PER-LOD-PLP-TOC P 1/2 30 MAY 13





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PER-LOD-PLP-TOC P 2/2 30 MAY 13


GENERAL


DEFINITIONS Ident.: PER-LOD-GEN-00001661.0001001 / 09 DEC 09 Applicable to: ALL

MANUFACTURER’S EMPTY WEIGHT (MEW) The weight of the structure, power plant, furnishings, systems and other items of equipment that are considered as integral part of the aircraft. It is essentially a “dry” weight, including only those fluids contained in closed systems (e.g. hydraulic fluid). OPERATIONAL EMPTY WEIGHT (OEW) The manufacturer’s weight empty plus the operator’s items i.e. the flight and cabin crew and their baggage, unusable fuel, engine oil, emergency equipment, toilet chemicals and fluids, galley structure, catering equipment, seats, documents etc. DRY OPERATING WEIGHT (DOW) The total weight of an aircraft ready for a specific type of operation excluding all usable fuel and traffic load. Operational Empty Weight plus items specific to the type of flight i.e. catering, newspapers, pantry equipment etc. TAKEOFF FUEL The weight of the fuel onboard at takeoff. OPERATING WEIGHT The weight obtained by addition of the operational empty weight and the takeoff fuel. TOTAL TRAFFIC LOAD The weight of the payload including cargo loads, passengers and passengers bags. ZERO FUEL WEIGHT (ZFW) The weight obtained by addition of the total traffic load and the dry operating weight. TAKEOFF WEIGHT (TOW) The weight at takeoff. It is equal to the addition of the zero fuel weight and takeoff fuel. TRIP FUEL The weight of the fuel necessary to cover the normal leg without reserves. LANDING WEIGHT The weight at landing. It is equal to takeoff weight minus trip fuel. CTV A320 FLEET FCOM

A

PER-LOD-GEN P 1/2 19 JUL 11



GENERAL


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PER-LOD-GEN P 2/2 19 JUL 11


CARGO LOADING


GENERAL Ident.: PER-LOD-CGO-00001662.0002001 / 09 DEC 09 Applicable to: ALL

The aircraft has two lower deck cargo compartments : ‐ Forward cargo compartment, compartment 1. ‐ Aft cargo compartment, subdivided into compartments 3, 4 and 5. The main access doors to forward and aft compartments are hydraulically operated. A bulk cargo door  gives additional access to the aft cargo compartment. It is manually operated. DESCRIPTION Ident.: PER-LOD-CGO-00001663.0001001 / 09 DEC 09 Applicable to: ALL

Each compartment is divided into sections, and is designed to be category D (for A320 and A319) or category C (A321, A319  and A320  ) as defined by FAR. A placard in each compartment indicates the maximum authorized gross weight. The compartments have separate lighting. RESTRAINT SYSTEM Ident.: PER-LOD-CGO-00001664.0001001 / 09 DEC 09 Applicable to: ALL

Divider nets subdivide the compartments to allow them to be partially loaded and to retain the bulk. Door nets which protect the doors from shifting cargo, must be used whenever the compartment contain cargo. CARGO LOADING SYSTEM (IF INSTALLED) Ident.: PER-LOD-CGO-00001665.0020001 / 09 DEC 09 Applicable to: ALL

A semi-automatic cargo loading system, which may be installed in forward and aft compartments, loads pallets and containers.

CTV A320 FLEET FCOM

A to D

PER-LOD-CGO P 1/8 30 MAY 13


CARGO LOADING


CARGO CAPACITY Ident.: PER-LOD-CGO-00001666.0003001 / 08 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

FULL BULK The maximum load capacity for each cargo compartment is as follows : ‐ Forward Compartment 1 : 3 402 kg (7 500 lb) ‐ Aft Compartment 3 : 2 426 kg (5 349 lb) Compartment 4 : 2 110 kg (4 652 lb) Compartment 5 : 1 497 kg (3 300 lb) CARGO CAPACITY Ident.: PER-LOD-CGO-00001666.0025001 / 08 MAR 11 Applicable to: PK-GLE, PK-GLF, PK-GLH, PK-GLI

OCCASIONAL BULK When the occasional bulk configuration is used, the maximum load capacity for each cargo compartment is as follows : ‐ Forward Compartment 1 : 2 100 kg (4 630 lb) ‐ Aft Compartment 3 : 1 556 kg (3 430 lb) Compartment 4 : 1 338 kg (2 950 lb) CARGO LOADING SYSTEM (CLS) When the Cargo Loading System (CLS) is installed in the FWD and AFT cargo, the maximum load of each compartment is as follows : ‐ Forward Compartment 1 : 3 402 kg (7 500 lb) ‐ Aft Compartment 3 : 2 268 kg (5 000 lb) Compartment 4 : 2 268 kg (5 000 lb) The following table lists the loading possibilities (including the Maximum Gross Weight per container/pallet).

CTV A320 FLEET FCOM

E→



CARGO LOADING


ULD

ATA

Half size Full size 60.4 × 61.5 in 60.4 × 61.5 in

Note:

LD3-46 LD3-46W

NAS 3610 2K2 2K2 2K3 2K3

IATA G H K X

Allowable MGW kg lb 1 134 2 500 1 134 2 500 1 134 2 500 1 134 2 500

Maximum number fwd aft 3 4 3 4 3 4 3 4

The bulk compartment is always used in bulk configuration with a maximum load of 1 497 kg (3 300 lb).

CARGO DOOR OPERATION Applicable to: ALL Ident.: PER-LOD-CGO-A-00001667.0002001 / 17 MAR 11

NORMAL OPERATION OPENING  On door ACCESS DOOR OPERATING HANDLE................................................................ RELEASE Push handle flap inward. DOOR........................................................................................................................ UNLOCK Move door operating handle downward (105 °) from LOCKED to UNLOCK position.  On door service panel SERVICE PANEL ACCESS DOOR...............................................................................OPEN LEVER OF MANUAL SELECTOR VALVE...................................................HOLD ON OPEN The yellow hydraulic system is pressurized (YELLOW ELEC PUMP energized). Operation of the flight controls and PTU is inhibited.  When the door is fully open (green light on the service panel is on) : LEVER OF MANUAL SELECTOR VALVE..............................................................RELEASE When released, the lever returns to the neutral position and shuts down the electric pump. CLOSING  On door service panel LEVER OF MANUAL SELECTOR VALVE.................................................HOLD ON CLOSE At first the lever locks in an intermediate position, maintaining a pre-set pressurization to prevent the door from dropping open. The operator can then move the lever to CLOSE and the door closes. When it is fully closed, the lever returns to the neutral position and shuts down the electric pump. Ensure that green indicator light goes off. CTV A320 FLEET FCOM

← E to F →



CARGO LOADING


 On door DOOR............................................................................................................................. LOCK Immediately push the door operating handle upwards to the locked position. When the door is locked, the cargo doors view ports appear green, the CARGO door indication on ECAM extinguishes, and the handle flap mechanism locks the operating handle.  On door service panel ACCESS DOOR...........................................................................................................CLOSE Ident.: PER-LOD-CGO-A-00001668.0002001 / 17 MAR 11

AUXILIARY OPERATION In case of an electrical failure or if the electric pump fails, the operator can open or close the doors by working the hand pump. HAND PUMP OPENING  On door DOOR........................................................................................................................ UNLOCK Unlock the operating handle as if for normal operation.  On door service panel SERVICE PANEL ACCESS DOOR...............................................................................OPEN LEVER OF MANUAL SELECTOR VALVE...................................................HOLD ON OPEN  On ground service panel HAND PUMP........................................................................................................... OPERATE The door opens.  When the door is fully open (green light on the service panel is on) :  On door service panel LEVER OF MANUAL SELECTOR VALVE....................................................... RELEASE HAND PUMP CLOSING  On door service panel LEVER OF MANUAL SELECTOR VALVE.................................................HOLD ON CLOSE  On ground service panel HAND PUMP........................................................................................................... OPERATE The door closes.  On door service panel LEVER OF MANUAL SELECTOR VALVE..............................................................RELEASE Release when door is fully closed. CTV A320 FLEET FCOM

←F→



CARGO LOADING


 On door DOOR............................................................................................................................. LOCK Lock the operating handle as for normal operation.  On door service panel and ground service panel ACCESS DOORS.........................................................................................................CLOSE

CTV A320 FLEET FCOM

←F



CARGO LOADING


LOCATION OF SERVICE PANELS Ident.: PER-LOD-CGO-00001669.0002001 / 09 DEC 09 Applicable to: ALL

CTV A320 FLEET FCOM

G→



CARGO LOADING


CTV A320 FLEET FCOM

←G




CARGO LOADING


CTV A320 FLEET FCOM



FUEL


GENERAL INFORMATION Ident.: PER-LOD-FUL-A-00014822.0001001 / 19 DEC 12 Applicable to: ALL

USABLE FUEL VOLUME Refer to DSC-28-10-20 Tanks. Ident.: PER-LOD-FUL-A-00001672.0002001 / 09 DEC 09 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLH, PK-GLI

REFUELING ‐ During automatic refueling, fuel goes into the center tank and outer cell of wing tanks simultaneously. When the outer cell the wing tank is full, fuel overflows into the inner cell. During manual refueling, fill the wing tanks first, then the center tank. ‐ With the tanks filled to the maximum capacity, there is enough space in each tank to allow for a 2 % thermal expansion of the fuel without its spilling through the vent system. ‐ Electrical transients (caused by switching among the APU, the external and the engine electrical supply) during automatic refueling may stop the process. If the automatic refueling process is stopped, it is necessary to re-enter the Preselected Fuel Quantity. Ident.: PER-LOD-FUL-A-00001672.0005001 / 17 MAR 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

REFUELING ‐ During automatic refueling, fuel goes into the center tank and the outer cell of the wing tanks simultaneously. When the outer cell of the wing tank is full, fuel overflows into the inner cell. When the center tank is full, fuel overflows into the ACTs  . During manual refueling, fill the wing tanks first, then the center tank, then the ACTs  . ‐ With the tanks filled to the maximum capacity, there is enough space in each tank to allow for a 2 % thermal expansion of the fuel without its spilling through the vent system. ‐ Electrical transients (caused by switching among the APU, the external and the engine electrical supply) during automatic refueling may stop the process. If the automatic refueling process is stopped, it is necessary to re-enter the Preselected Fuel Quantity.

CTV A320 FLEET FCOM

A→

PER-LOD-FUL P 1/42 30 MAY 13


FUEL

FLIGHT CREW OPERATING MANUAL Ident.: PER-LOD-FUL-A-00001672.0007001 / 09 DEC 09 Applicable to: PK-GLJ

REFUELING ‐ During automatic refueling, fuel goes into the center tank and the wing tanks simultaneously. When the center tank is full, fuel overflows into the ACTs  . During manual refueling, fill the wing tanks first, then the center tank, then the ACTs  . ‐ With the tanks filled to the maximum capacity, there is enough space in each tank to allow for a 2 % thermal expansion of the fuel without its spilling through the vent system. ‐ Electrical transients (caused by switching among the APU, the external and the engine electrical supply) during automatic refueling may stop the process. If the automatic refueling process is stopped, it is necessary to re-enter the Preselected Fuel Quantity. Ident.: PER-LOD-FUL-A-00001673.0002001 / 09 DEC 09 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

REFUELING CONTROL PANEL

CTV A320 FLEET FCOM

←A→



FUEL

FLIGHT CREW OPERATING MANUAL Ident.: PER-LOD-FUL-A-00001673.0006001 / 17 MAR 11 Applicable to: PK-GLH, PK-GLI

REFUELING CONTROL PANEL

REFUELING Ident.: PER-LOD-FUL-B-00001674.0001001 / 15 JAN 13 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLG, PK-GLH, PK-GLI, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

PREPARATION ACCESS PLATFORM...................................................................................................IN POSITION SAFETY PRECAUTIONS........................................................................................................APPLY During refueling operations, ensure that: ‐ HF transmission is not performed ‐ The aircraft is properly bonded to the tanker ‐ The tanker and the aircraft are properly grounded. If suitable ground is not available, the aircraft can be bonded to the tanker only. Always connect the ground cable to the parking ground point (or to the tanker) before connecting it to the aircraft ‐ The external lighting is not operated.

CTV A320 FLEET FCOM

← A to B →



FUEL


In the cockpit, check that the PARK BRK is ON and that the ACCU PRESS has sufficient pressure. If the PARK BRK cannot be set to ON, check that the chocks are in place. Do not refuel, if a fire or engine overheat warning is displayed. Note:

For APU start/shutdown during refueling, Refer to PER-LOD-FUL APU START/SHUTDOWN DURING REFUELING/DEFUELING.

MAX REFUELING PRESSURE................................................................................50 PSI (3.5 bar)  On refueling control panel: TEST...................................................................................................................................... LTS Lights on the panel come on. FUEL QTY and the PRESELECTED and ACTUAL displays show 8’s. TEST..................................................................................................................................HI.LVL HI LVL lights change state if the high level sensors and their circuits are serviceable. Ident.: PER-LOD-FUL-B-00001674.0002001 / 15 JAN 13 Applicable to: PK-GLE, PK-GLF

PREPARATION ACCESS PLATFORM...................................................................................................IN POSITION SAFETY PRECAUTIONS........................................................................................................APPLY During refueling operations, ensure that: ‐ HF transmission (including HF transmission via the HF DATA LINK pb) is not performed ‐ The aircraft is properly bonded to the tanker ‐ The tanker and the aircraft are properly grounded. If suitable ground is not available, the aircraft can be bonded to the tanker only. Always connect the ground cable to the parking ground point (or to the tanker) before connecting it to the aircraft ‐ The external lighting is not operated. In the cockpit, check that the PARK BRK is ON and that the ACCU PRESS has sufficient pressure. If the PARK BRK cannot be set to ON, check that the chocks are in place. Do not refuel, if a fire or engine overheat warning is displayed. Note:


MAX REFUELING PRESSURE................................................................................50 PSI (3.5 bar)  On refueling control panel: TEST...................................................................................................................................... LTS Lights on the panel come on. FUEL QTY and the PRESELECTED and ACTUAL displays show 8’s. CTV A320 FLEET FCOM

←B→



FUEL


TEST..................................................................................................................................HI.LVL HI LVL lights change state if the high level sensors and their circuits are serviceable. Ident.: PER-LOD-FUL-B-00001689.0001001 / 17 MAR 11 Applicable to: ALL

AUTOMATIC REFUELING REFUEL VALVES............................................................................CHECK NORM and GUARDED PRESELECTOR...........................................................................................................................SET MODE SELECT.................................................................................................................... REFUEL START REFUELING When the refueling is finished the END light comes on. ACTUAL QUANTITY.............................................................................................................. CHECK The actual quantity must be within 100 kg (220 lb) of the preselected quantity. MODE SELECT.................................................................................................OFF and GUARDED Ident.: PER-LOD-FUL-B-00001675.0001001 / 17 MAR 11 Applicable to: ALL

MANUAL REFUELING REFUEL VALVES..................................................................................................................... SHUT MODE SELECT.................................................................................................................... REFUEL REFUEL VALVES (tanks to be filled)...................................................................................... OPEN START REFUELING FUEL QTY..........................................................................................................................MONITOR  When the contents of the tanks reach the required level : Corresponding REFUEL VALVES......................................................................................SHUT MODE SELECT.......................................................................................... OFF and GUARDED REFUEL VALVES................................................................................... NORM and GUARDED GROUND FUEL TRANSFER Ident.: PER-LOD-FUL-00001690.0002001 / 17 MAR 11 Applicable to: ALL

 On cockpit overhead FUEL panel PUMPS (of the tanks not to be defueled)................................................................................ OFF MODE SEL...............................................................................................................................MAN PUMPS (of the tank to be defueled).......................................................................................... ON

CTV A320 FLEET FCOM

← B to C →



FUEL


 if left wing and/or center tanks is (are) to be defueled : X FEED....................................................................................................................................... ON OPEN light comes on.  On refueling control panel : REFUEL VALVES (of tanks not to be filled)..........................................................................SHUT REFUEL VALVES (of tanks to be filled)................................................................................OPEN MODE SELECT......................................................................................................... DEFUEL/XFR OPEN light comes on. FUEL QTY....................................................................................................................... MONITOR  When the tank contents reach the required level : Corresponding REFUEL VALVES..........................................................................................SHUT MODE SELECT.............................................................................................. OFF and GUARDED OPEN light goes out. REFUEL VALVES.......................................................................................NORM and GUARDED Set cockpit FUEL panel to normal configuration. DEFUELING Ident.: PER-LOD-FUL-00001691.0002001 / 08 FEB 13 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLG, PK-GLH, PK-GLI, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

Note:

Defueling by suction is not possible

ACCESS PLATFORM.......................................................................................................IN POSITION SAFETY PRECAUTIONS............................................................................................................APPLY During defueling operations, ensure that: ‐ HF transmission is not performed ‐ The aircraft is properly bonded to the tanker ‐ The tanker and the aircraft are properly grounded. If suitable ground is not available, the aircraft can be bonded to the tanker only. Always connect the ground cable to the parking ground point (or to the tanker) before connecting it to the aircraft ‐ The external lighting is not operated. In the cockpit, check that the PARK BRK is ON and that the ACCU PRESS has sufficient pressure. If the PARK BRK cannot be set to ON, check that the chocks are in place. Do not defuel, if a fire or engine overheat warning is displayed. Note:

For APU start/shutdown during defueling, Refer to PER-LOD-FUL APU START/SHUTDOWN DURING REFUELING/DEFUELING.

CTV A320 FLEET FCOM

← C to D →



FUEL


MAX DEFUELING PRESSURE..................................................................................11 PSI (0.75 bar)  On cockpit overhead FUEL panel: PUMPS...................................................................................................................................... OFF  On refueling control panel: REFUEL VALVES................................................................................................................. NORM MODE SELECT (OPEN light comes on)...................................................................DEFUEL/XFR  On cockpit overhead FUEL panel : MODE SEL...............................................................................................................................MAN PUMPS (of the tank(s) to be defueled)......................................................................................ON X FEED (OPEN light comes on)................................................................................................ ON FUEL QTY....................................................................................................................... MONITOR  When tank contents reach required level Corresponding PUMPS............................................................................................................. OFF  On refueling control panel: MODE SELECT (OPEN light goes out)..........................................................OFF and GUARDED REFUEL VALVES.......................................................................................NORM and GUARDED Set cockpit FUEL panel to normal configuration. DEFUELING Ident.: PER-LOD-FUL-00001691.0005001 / 08 FEB 13 Applicable to: PK-GLE, PK-GLF

Note:

Defueling by suction is not possible

ACCESS PLATFORM.......................................................................................................IN POSITION SAFETY PRECAUTIONS............................................................................................................APPLY During defueling operations, ensure that: ‐ HF transmission (including HF transmission via the HF DATA LINK pb) is not performed ‐ The aircraft is properly bonded to the tanker ‐ The tanker and the aircraft are properly grounded. If suitable ground is not available, the aircraft can be bonded to the tanker only. Always connect the ground cable to the parking ground point (or to the tanker) before connecting it to the aircraft ‐ The external lighting is not operated. In the cockpit, check that the PARK BRK is ON and that the ACCU PRESS has sufficient pressure. If the PARK BRK cannot be set to ON, check that the chocks are in place. Do not defuel, if a fire or engine overheat warning is displayed.

CTV A320 FLEET FCOM

←D→



FUEL


Note:

For APU start/shutdown during defueling, Refer to PER-LOD-FUL APU START/SHUTDOWN DURING REFUELING/DEFUELING.

MAX DEFUELING PRESSURE..................................................................................11 PSI (0.75 bar)  On cockpit overhead FUEL panel: PUMPS...................................................................................................................................... OFF  On refueling control panel: REFUEL VALVES................................................................................................................. NORM MODE SELECT (OPEN light comes on)...................................................................DEFUEL/XFR  On cockpit overhead FUEL panel : MODE SEL...............................................................................................................................MAN PUMPS (of the tank(s) to be defueled)......................................................................................ON X FEED (OPEN light comes on)................................................................................................ ON FUEL QTY....................................................................................................................... MONITOR  When tank contents reach required level Corresponding PUMPS............................................................................................................. OFF  On refueling control panel: MODE SELECT (OPEN light goes out)..........................................................OFF and GUARDED REFUEL VALVES.......................................................................................NORM and GUARDED Set cockpit FUEL panel to normal configuration. OVERWING GRAVITY REFUELING Ident.: PER-LOD-FUL-00001676.0002001 / 17 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLG, PK-GLH, PK-GLI, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

Overwing gravity refueling is done at the refuel point in the top of each wing. Fuel is delivered directly into the outer cell from which the inner cell is filled by opening the intercell transfer valves. Fill center tank by transfer from the right wing tank (open the X FEED valve in case of transfer from the left wing tank). SAFETY PRECAUTIONS............................................................................................................APPLY Disembark all passengers.

CTV A320 FLEET FCOM

← D to E →



FUEL


During refueling operations, ensure that: ‐ No HF transmission is performed ‐ The aircraft is properly bonded to the tanker ‐ The tanker and the aircraft are properly grounded. If suitable ground is not available, the aircraft can be bonded to the tanker only. Always connect the ground cable to the parking ground point (or to the tanker) before connecting it to the aircraft. Refer to Aircraft Maintenance Manual (AMM) 12– 11–28 PB 301 for detailed safety procedures. Note:


TRANSFER VALVES (on ECAM FUEL page)........................................................ CHECK POSITION  If transfer valves closed: MODE SELECT (on the refuel control panel)............................................................... Check OFF FUEL/XFR VALVE 1/WING/L C/B (A10 on 49VU) and FUEL/XFR VALVE 2/WING/L C/B (M22 on 121VU).............................................................................. PULL for a minimum of 5 s then PUSH The refuel control panel door must be closed when the C/B’s are being pulled. FUEL/XFR VALVE 1/WING/R C/B (A11 on 49VU) and FUEL/XFR VALVE 2/WING/R C/B (M23 on 121VU).............................................................................. PULL for a minimum of 5 s then PUSH Intercell transfer valves will stay open until the next refuel selection. FUEL/XFR VALVE 1/WING/L and R C/B’s (A10 and A11 on 49VU), and FUEL/XFR VALVE 2/WING/L and R C/B’s (M22 and M23 on 121 VU).......................................................................................PULL The refuel control panel door must be closed when the C/B’s are being pulled. Then it could be opened for subsequent procedures. RH WING REFUELING PROCEDURE * OVERWING REFUEL CAP.............................................................................................REMOVE * REFUELING........................................................................................................................ START  If the center tank is to be refueled: GROUND FUEL TRANSFER PROCEDURE................................................................... APPLY  When the wing tank reaches the required level: * REFUELING....................................................................................................................STOP * OVERWING REFUEL CAP....................................................................................... INSTALL LH WING REFUELING PROCEDURE Perform the steps for RH wing refueling procedure marked * then: FUEL/XFR VALVE 1/WING/L and R C/B’s (A10 and A11 on 49VU) and FUEL/XFR VALVE 2/WING/L and R C/B’s (M22 and M23 on 121VU)................................................................................... PUSH CTV A320 FLEET FCOM

←E→



FUEL


MODE SELECT................................................................................................... REFUEL then OFF Check on FUEL page that the intercell transfer valves close. Note:

The overwing refuel point is not at the highest point of the wing and therefore the wing tanks cannot be filled to full. OVERWING GRAVITY REFUELING

Ident.: PER-LOD-FUL-00001676.0005001 / 17 MAR 11 Applicable to: PK-GLE, PK-GLF

Overwing gravity refueling is done at the refuel point in the top of each wing. Fuel is delivered directly into the outer cell from which the inner cell is filled by opening the intercell transfer valves. Fill center tank by transfer from the right wing tank (open the X FEED valve in case of transfer from the left wing tank). SAFETY PRECAUTIONS............................................................................................................APPLY Disembark all passengers. During refueling operations, ensure that: ‐ No HF transmission (including HF transmission via the HF DATA LINK pb) is performed ‐ The aircraft is properly bonded to the tanker ‐ The tanker and the aircraft are properly grounded. If suitable ground is not available, the aircraft can be bonded to the tanker only. Always connect the ground cable to the parking ground point (or to the tanker) before connecting it to the aircraft. Refer to Aircraft Maintenance Manual (AMM) 12– 11–28 PB 301 for detailed safety procedures Note:


TRANSFER VALVES (on ECAM FUEL page)........................................................ CHECK POSITION  If transfer valves closed: MODE SELECT (on the refuel control panel)............................................................... Check OFF FUEL/XFR VALVE 1/WING/L C/B (A10 on 49VU) and FUEL/XFR VALVE 2/WING/L C/B (M22 on 121VU).............................................................................. PULL for a minimum of 5 s then PUSH The refuel control panel door must be closed when the C/B’s are being pulled. FUEL/XFR VALVE 1/WING/R C/B (A11 on 49VU) and FUEL/XFR VALVE 2/WING/R C/B (M23 on 121VU).............................................................................. PULL for a minimum of 5 s then PUSH Intercell transfer valves will stay open until the next refuel selection. FUEL/XFR VALVE 1/WING/L and R C/B’s (A10 and A11 on 49VU), and FUEL/XFR VALVE 2/WING/L and R C/B’s (M22 and M23 on 121 VU).......................................................................................PULL The refuel control panel door must be closed when the C/B’s are being pulled. Then it could be opened for subsequent procedures. CTV A320 FLEET FCOM

←E→



FUEL


RH WING REFUELING PROCEDURE OVERWING REFUEL CAP.................................................................................................REMOVE REFUELING............................................................................................................................ START  If the center tank is to be refueled: GROUND FUEL TRANSFER PROCEDURE................................................................... APPLY  When the wing tank reaches the required level: * REFUELING....................................................................................................................STOP * OVERWING REFUEL CAP....................................................................................... INSTALL LH WING REFUELING PROCEDURE Perform the steps for RH wing refueling procedure marked * then: FUEL/XFR VALVE 1/WING/L and R C/B’s (A10 and A11 on 49VU) and FUEL/XFR VALVE 2/WING/L and R C/B’s (M22 and M23 on 121VU)................................................................................... PUSH MODE SELECT................................................................................................... REFUEL then OFF Check on FUEL page that the intercell transfer valves close. Note:

The overwing refuel point is not at the highest point of the wing and therefore the wing tanks cannot be filled to full. REFUELING WITH ONE ENGINE RUNNING

Ident.: PER-LOD-FUL-00001677.0003001 / 29 MAR 12 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

‐ Refuel with one engine running only at airports where no external ground pneumatic power is available and only when APU is unserviceable. ‐ Only the RH fuel couplings can be used. ‐ Overwing gravity filling is not permitted. ‐ Disembark all passengers. ‐ Obtain airport authorization. The Airport Fire Department should standby at the aircraft during the entire refueling procedure. ‐ Point the aircraft into the wind at a location where the slope is negligible. Set the parking brake and check its pressure. Run engine n° 1 at ground idle with its generator connected. ‐ Do not start engine n° 2, do not shut down engine n° 1 or do not attempt to start the APU before all fueling operations have been completed. ‐ Position the fuel truck under the extremity of the right wing. Its pressure should not exceed 30 PSI. ‐ Follow manual refueling procedure.

CTV A320 FLEET FCOM

← E to F →



FUEL


OPERATION MONITORING DURING THE ENTIRE REFUELING PROCEDURE : ‐ Monitor the fuel truck shut off valve. ‐ Be sure that the fueling company is keeping permanent control of the emergency fuel shut off device. ‐ Have a flight crew member in the cockpit monitoring all systems and the running engine. ‐ Have a qualified ground crew member at the fueling station to operate the refuel valve switches. ‐ Monitor the refueling closely and be prepared to close the refuel valves in order not to exceed the following fuel quantities : DENSITY (kg/l) L(R) WING (kg) CENTER (kg)

0.77 5 710 6 030

0.78 5 780 6 110

0.79 5 860 6 190

0.8 5 930 6 270

0.81 6 005 6 350

0.82 6 080 6 430

0.83 6 160 6 500

AFTER SECOND ENGINE START :  Reset the 3DMCs in order to reinitialize the fuel used values : DMC 1 SPLY C/B (E11 on 49VU).................................................................................. PULL DMC 2 SPLY C/B (Q8 on 121 VU).................................................................................PULL DMC 3 SPLY C/B (Q9 on 121 VU).................................................................................PULL DMC 3 SPLY STBY (E10 on 49 VU)..............................................................................PULL  After 5 s : All C/B’s....................................................................................................................PUSH Note:

The T.O MEMO does not appear automatically since one engine is kept running. REFUELING WITH ONE ENGINE RUNNING

Ident.: PER-LOD-FUL-00001677.0004001 / 29 MAR 12 Applicable to: PK-GLH, PK-GLI

‐ Refuel with one engine running only at airports where no external ground pneumatic power is available and only when APU is unserviceable. ‐ Only the RH fuel couplings can be used. ‐ Overwing gravity filling is not permitted. ‐ Disembark all passengers. ‐ Obtain airport authorization. The Airport Fire Department should standby at the aircraft during the entire refueling procedure. ‐ Point the aircraft into the wind at a location where the slope is negligible. Set the parking brake and check its pressure. Run engine n° 1 at ground idle with its generator connected. CTV A320 FLEET FCOM

←F→



FUEL


‐ Do not start engine n° 2, do not shut down engine n° 1 or do not attempt to start the APU before all fueling operations have been completed. ‐ Position the fuel truck under the extremity of the right wing. Its pressure should not exceed 30 PSI. ‐ Follow manual refueling procedure. OPERATION MONITORING DURING THE ENTIRE REFUELING PROCEDURE: ‐ Monitor the fuel truck shut off valve. ‐ Be sure that the fueling company is keeping permanent control of the emergency fuel shut off device. ‐ Have a flight crew member in the cockpit monitoring all systems and the running engine. ‐ Have a qualified ground crew member at the fueling station to operate the refuel valve switches. ‐ Monitor the refueling closely and be prepared to close the refuel valves in order not to exceed the following fuel quantities: DENSITY (lb\US GAL) L(R) WING (lb) CENTER (lb)

6.3 12 330 13 040

6.4 12 530 13 250

6.5 12 730 13 460

6.6 12 920 13 670

6.7 13 120 13 880

6.8 13 310 14 080

6.9 13 510 14 280

AFTER SECOND ENGINE START:  Reset the 3DMCs in order to reinitialize the fuel used values: DMC 1 SPLY C/B (E11 on 49VU).................................................................................. PULL DMC 2 SPLY C/B (Q8 on 121 VU).................................................................................PULL DMC 3 SPLY C/B (Q9 on 121 VU).................................................................................PULL DMC 3 SPLY STBY (E10 on 49 VU)..............................................................................PULL  After 5 s: All C/B’s....................................................................................................................PUSH Note:

CTV A320 FLEET FCOM

The T.O MEMO does not appear automatically since one engine is kept running.

←F



FUEL


APU START/SHUTDOWN DURING REFUELING/DEFUELING Ident.: PER-LOD-FUL-00001678.0001001 / 09 DEC 09 Applicable to: ALL

APU starts or shutdowns are permitted during refuel/defuel procedures. If it is necessary to operate the APU, the limits that follow apply : a. An APU start is not permitted during a refuel/defuel procedure if the APU has failed to start or an automatic shutdown has occured b. A normal APU shutdown must be completed if a fuel spill has occured during the refuel defuel procedure.

USE OF MANUAL MAGNETIC INDICATORS (MMI) Ident.: PER-LOD-FUL-C-00001679.0002001 / 09 DEC 09 Applicable to: PK-GLA, PK-GLC, PK-GLD

GENERAL Indicators are disposed as follows : • five in each wing tank, four in inner tank and one in outer tank • one in the center tank

A/C ATTITUDE..........................................................................................................................NOTE Note the grid square letter and grid square number shown by the bubble on the attitude monitor. CTV A320 FLEET FCOM

G to H →



FUEL


ACCESS PLATFORM...................................................................................................IN POSITION Ident.: PER-LOD-FUL-C-00001679.0005001 / 16 NOV 11 Applicable to: PK-GLE, PK-GLF, PK-GLH, PK-GLI

GENERAL Indicators are disposed as follows: • five in each wing tank, four in inner tank and one in outer tank • one in the center tank

CTV A320 FLEET FCOM

←H→



FUEL


TO DETERMINE AIRCRAFT ATTITUDE Set ADIRS 1, 2, 3 to the NAV position. On the LH or RH MCDU, press MCDU MENU pushbutton. Select CFDSline key (LSK 4L). Select SYSTEM REPORT/TEST line key (LSK 5L). Select the line key adjacent to the FUEL indication. On the MCDU control panel, push the NEXT PAGE key to display the FUEL Main Menu second page. Select the line key adjacent to the INPUT PARAMETERS VALUES indication. Use the Table given on the next page to determine the equivalent number and letter from PITCH and ROLL data. Select RETURN line key (LSK 6L) until CFDS main menu appears. Press MCDU MENU pushbutton. PITCH

Minus 1.5 Minus 1.0 Minus 0.5 0.0 Plus 0.5 Plus 1.0 Plus 1.5 Note:

REF 1

ROLL

Minus 1.5 Minus 1.0 Minus 0.5 0.0 Plus 0.5 Plus 1.0 Plus 1.5

2 3 4 5 6 7

REF A B

C D E F

G

1. This procedure can only be used if: ‐ The PITCH and ROLL data is taken from the ADIRS (identified by an “A” after the PITCH and ROLL title). ‐ The PITCH data displayed for the LEFT, CTR, and RIGHT is no more or less than 0.1 of each other. ‐ The ROLL data displayed for the LEFT, CTR, and RIGHT is no more or less than 0.1 of each other. 2. The FQIS input parameters are not automatically updated. Use the NEXT PAGE control on the MCDU to cycle the pages to update the screen.

ACCESS PLATFORM...............................................................................................IN POSITION

CTV A320 FLEET FCOM

←H→



FUEL


Ident.: PER-LOD-FUL-C-00001679.0007001 / 16 NOV 11 Applicable to: PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

GENERAL Indicators are installed as follows: • Four in each wing tank: Three in the inner tank and one in the outer tank • One in the center tank

TO DETERMINE AIRCRAFT ATTITUDE Set ADIRS 1, 2, 3 to the NAV position. On the LH or RH MCDU, press MCDU MENU pushbutton. Select CFDS line key (LSK 4L). Select SYSTEM REPORT/TEST line key (LSK 5L). Select the line key adjacent to the FUEL indication. On the MCDU control panel, push the NEXT PAGE key to display the FUEL Main Menu second page. Select the line key adjacent to the INPUT PARAMETERS VALUES indication. Use the Table given on the next page to determine the equivalent number and letter from PITCH and ROLL data. Select RETURN line key (LSK 6L) until CFDS main menu appears. Press MCDU MENU pushbutton. PITCH

Minus 1.5 Minus 1.0 Minus 0.5 CTV A320 FLEET FCOM

REF 1

ROLL

Minus 1.5 Minus 1.0 Minus 0.5

2 3

←H→

REF A B

C Continued on the following page



FUEL


PITCH

0.0 Plus 0.5 Plus 1.0 Plus 1.5 Note:

REF 4

ROLL

0.0 Plus 0.5 Plus 1.0 Plus 1.5

5 6 7

Continued from the previous page REF D

E F

G

1. This procedure can only be used if: ‐ The PITCH and ROLL data is taken from the ADIRS (identified by an “A” after the PITCH and ROLL title). ‐ The PITCH data displayed for the LEFT, CTR, and RIGHT is no more or less than 0.1 of each other. ‐ The ROLL data displayed for the LEFT, CTR, and RIGHT is no more or less than 0.1 of each other. 2. The FQIS input parameters are not automatically updated. Use the NEXT PAGE control on the MCDU to cycle the pages to update the screen.

ACCESS PLATFORM...............................................................................................IN POSITION Ident.: PER-LOD-FUL-C-00001692.0001001 / 09 DEC 09 Applicable to: ALL

TO DETERMINE FUEL QUANTITY IN THE OUTER TANK MMI number 5......................................................................................... UNLOCK and WITHDRAW The crewmember must withdraw the MMI slowly until he feels the magnetic attraction between the rod and float magnets. Do not use force when withdrawing the MMI as this will disengage the float magnet from the rod magnet and bring the rod down onto the mechanical stop. ROD GRADUATION (which aligns with bottom wing surface).................................................READ MMI............................................................................................................. IN PLACE and LOCKED Use the table for the applicable aircraft wing side, aircraft attitude (grid square letter and number), and the MMI stick number 5, to find the volume of fuel in the outer tank (See below). Multiply the result by the specific gravity to find the fuel weight. Ident.: PER-LOD-FUL-C-00001680.0001001 / 29 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLH, PK-GLI

TO DETERMINE FUEL QUANTITY IN THE INNER TANK MMI (from number 4 to number 1).......................................................... UNLOCK and WITHDRAW The crewmember must withdraw the MMI slowly until he feels the magnetic attraction between the rod and float magnets. CTV A320 FLEET FCOM

←H→



FUEL


Do not use force when withdrawing the MMI as this will disengage the float magnet from the rod magnet and bring the rod down onto the mechanical stop. ROD GRADUATION (which aligns with bottom wing surface).................................................READ MMI............................................................................................................. IN PLACE and LOCKED MMIs shall be withdrawn from number 4 to number 1 until one MMI measures fuel. Use the table for the applicable aircraft wing side, aircraft attitude (grid square letter and number), and the applicable MMI stick number to find the volume of fuel in the inner tank (Refer to FCOM PER.LOD.FUL FUEL. C.USE OF MANUAL MAGNETIC INDICATORS (MMI) - WING TANKS). Multiply the result by the specific gravity to find the fuel weight. Ident.: PER-LOD-FUL-C-00001680.0003001 / 29 MAR 11 Applicable to: PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

TO DETERMINE FUEL QUANTITY IN THE INNER TANK MMI (from number 4 to number 2).......................................................... UNLOCK and WITHDRAW The crewmember must withdraw the MMI slowly until he feels the magnetic attraction between the rod and float magnets. Do not use force when withdrawing the MMI as this will disengage the float magnet from the rod magnet and bring the rod down onto the mechanical stop. ROD GRADUATION (which aligns with bottom wing surface).................................................READ MMI............................................................................................................. IN PLACE and LOCKED MMIs shall be withdrawn from number 4 to number 2 until one MMI measures fuel. Use the table for the applicable aircraft wing side, aircraft attitude (grid square letter and number), and the applicable MMI stick number to find the volume of fuel in the inner tank (Refer to FCOM PER.LOD.FUL FUEL. C.USE OF MANUAL MAGNETIC INDICATORS (MMI) - WING TANKS). Multiply the result by the specific gravity to find the fuel weight. Ident.: PER-LOD-FUL-C-00009658.0001001 / 29 MAR 12 Applicable to: ALL

TO DETERMINE FUEL QUANTITY IN THE CENTER TANK CENTER TANK MMI............................................................................... UNLOCK and WITHDRAW The crewmember must withdraw the MMI slowly until he feels the magnetic attraction between the rod and float magnets. Do not use force when withdrawing the MMI as this will disengage the float magnet from the rod magnet and bring the rod down onto the mechanical stop. ROD GRADUATION (which aligns with bottom wing surface).................................................READ MMI............................................................................................................. IN PLACE and LOCKED Use the table for the center tank, and for the applicable aircraft attitude (grid square letter and number) to find the volume of fuel in the center tank (See below). CTV A320 FLEET FCOM

←H→



FUEL


Multiply the result by the specific gravity to find the fuel weight. Ident.: PER-LOD-FUL-C-00001681.0001001 / 17 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF

WING TANKS (LITERS)

* **

GRID SQUARE LETTER GRID SQUARE NUMBER

CTV A320 FLEET FCOM

←H→



FUEL


CTV A320 FLEET FCOM

←H→



FUEL


* **


CTV A320 FLEET FCOM

←H→



FUEL


CTV A320 FLEET FCOM

←H→



FUEL


* **


CTV A320 FLEET FCOM

←H→



FUEL


CTV A320 FLEET FCOM

←H→



FUEL


*

GRID SQUARE LETTER

CTV A320 FLEET FCOM

←H→



FUEL


**

GRID SQUARE NUMBER

Ident.: PER-LOD-FUL-C-00001681.0004001 / 17 MAR 11 Applicable to: PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

WING TANKS (LITERS)

* **


CTV A320 FLEET FCOM

←H→



FUEL


*

GRID SQUARE LETTER

CTV A320 FLEET FCOM

←H→



FUEL


**

GRID SQUARE NUMBER

CTV A320 FLEET FCOM

←H→



FUEL


* **


CTV A320 FLEET FCOM

←H→



FUEL


* **


Ident.: PER-LOD-FUL-C-00006125.0001001 / 17 MAR 11 Applicable to: PK-GLH, PK-GLI

WING TANKS (U.S. GAL.)

CTV A320 FLEET FCOM

←H→



FUEL


CTV A320 FLEET FCOM

←H→



FUEL


CTV A320 FLEET FCOM

←H→



FUEL


CTV A320 FLEET FCOM

←H→



FUEL


CTV A320 FLEET FCOM

←H→



FUEL


CTV A320 FLEET FCOM

←H→



FUEL


CTV A320 FLEET FCOM

←H→



FUEL


Ident.: PER-LOD-FUL-C-00001682.0001001 / 16 NOV 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CENTER TANK (LITERS)

CTV A320 FLEET FCOM

←H→



FUEL


* **


CTV A320 FLEET FCOM

←H→



FUEL

FLIGHT CREW OPERATING MANUAL Ident.: PER-LOD-FUL-C-00006126.0001001 / 17 MAR 11 Applicable to: PK-GLH, PK-GLI

CENTER TANKS (U.S. GAL.)

CTV A320 FLEET FCOM

←H→



FUEL


CTV A320 FLEET FCOM

←H



FUEL



CTV A320 FLEET FCOM




WEIGHT AND BALANCE - LOAD AND TRIM SHEET

GENERAL Ident.: PER-LOD-WBA-LTS-00001685.0001001 / 09 DEC 09 Applicable to: ALL

This chart allows the determination of Aircraft CG location (MAC) function of dry operating weight, pantry adjustment, cargo loads, passengers and fuel on board. The operational limits shown on the load and trim sheet are more restrictive than the certified limits because error margins have been taken into account. The load and trim sheet needs to be updated when : ‐ a modification which changes the aircraft certified limits is included or ‐ a modification (cabin layout, cargo arrangement ...) which influences the operational limits is made. It is the airline responsibility to define a load and trim sheet and to keep it up to date. Refer to PER-LOD-WBA-LTS DESCRIPTION is a description of the Load and Trim Sheet utilization (Refer to PER-LOD-WBA-LTS LOAD AND TRIM SHEET), for a typical passenger arrangement. Refer to customized load and trim sheet for preparing a revenue flight. DATA Ident.: PER-LOD-WBA-LTS-00001686.0002001 / 12 FEB 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

Dry Operating Weight = 42 500 kg and CG = 27 % (H-arm = 18.93 m) Deviation or adjustment = + 100 kg in zone F Cargo = 5 500 kg with the following distribution: cargo 1 = 2 000 kg; cargo 3 = 1 500 kg; cargo 4 = 1 500 kg; cargo 5 = 500 kg Passengers = 145 PAX with the following distribution: cabin OA = 50; cabin OB = 55; cabin OC = 40 Ramp Fuel = 13 200 kg; Taxi Fuel = 200 kg; Fuel Density = 0.785 kg/l DATA Ident.: PER-LOD-WBA-LTS-00001686.0003001 / 12 FEB 11 Applicable to: PK-GLH, PK-GLI

Dry Operating Weight = 94 000 lb and CG = 27 % (H-arm = 745 in) Deviation or adjustment = + 200 lb in zone F Cargo = 12 000 lb with the following distribution: cargo 1 = 5 000 lb; cargo 3 = 3 000 lb; cargo 4 = 3 000 lb; cargo 5 = 1 000 lb Passengers = 145 PAX with the following distribution: cabin OA = 50; cabin OB = 55; cabin OC = 40 CTV A320 FLEET FCOM

A to B →

PER-LOD-WBA-LTS P 1/8 30 MAY 13




Ramp Fuel = 28 400 lb; Taxi Fuel = 400 lb; Fuel Density = 6.550 lb/US Gal DESCRIPTION Ident.: PER-LOD-WBA-LTS-00001687.0002001 / 12 FEB 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

a. b. c. d. e. f.

Enter Master data in (1). Compute Dry Operating Weight Index using the formula indicated in (2) and report in (3). Dry Operating Index = 53.4. Enter weight deviation or adjustment in (4) and read corresponding index variation in (5): +1.43. Calculate corrected index and report in (6): 54.83. Enter master data in table (7) and determine Zero Fuel Weight: 60 280 kg and Takeoff Weight: 73 280 kg. g. Enter cargo weight and passenger number per compartment in (8). h. Enter index scale (9) with corrected index and proceed through cargo and passenger scales (10). i. From the final point draw a vertical line which intersects (12) the zero fuel weight horizontal line (11). j. Check if the intersection point is within the Zero Fuel Weight operational limits, if not rearrange cargo loading. k. Read in table (13) the fuel index correction corresponding to Ramp Fuel Weight (13 200 kg) and Fuel Density (0.785 kg/l). This example will be continued assuming the FUEL INDEX = –2 was found. Carry in fuel scale (14). l. From this point draw a vertical line which intersects (16) the takeoff weight horizontal line (15). m. Check if the intersection point is within the Takeoff Weight operational limits. n. Read zero fuel weight and CG position: 32.7 % and fill in table (17). o. Read takeoff CG position: 30.5 % and fill in table (18). CAUTION

Note:

If there is no customized trim sheet for your airline in this section, do not use the information enclosed herein for day to day operation as margins and load CG vary with cabin and cargo layout.

When referring to CG lower than 27 %, an operational margin is taken into account. It is the reason why performance at forward CG (lower than 25 %) must be used for operational CG lower than 27 %.

CTV A320 FLEET FCOM

← B to C →





DESCRIPTION Ident.: PER-LOD-WBA-LTS-00001687.0003001 / 12 FEB 11 Applicable to: PK-GLH, PK-GLI

a. b. c. d. e. f.

Enter Master data in (1). Compute Dry Operating Weight Index using the formula indicated in (2) and report in (3). Dry Operating Index = 53.1. Enter weight deviation or adjustment in (4) and read corresponding index variation in (5): +1.13. Calculate corrected index and report in (6): 54.23. Enter master data in table (7) and determine Zero Fuel Weight: 133 025 lb and Takeoff Weight: 161 025 lb. g. Enter cargo weight and passenger number per compartment in (8). h. Enter index scale (9) with corrected index and proceed through cargo and passenger scales (10). i. From the final point draw a vertical line which intersects (12) the zero fuel weight horizontal line (11). j. Check if the intersection point is within the Zero Fuel Weight operational limits, if not rearrange cargo loading. k. Read in table (13) the fuel index correction corresponding to Ramp Fuel Weight (28 400 lb) and Fuel Density (6.550 lb/USG). This example will be continued assuming the FUEL INDEX = –2 was found. Carry in fuel scale (14). l. From this point draw a vertical line which intersects (16) the takeoff weight horizontal line (15). m. Check if the intersection point is within the Takeoff Weight operational limits. n. Read zero fuel weight and CG position: 31 % and fill in table (17). o. Read takeoff CG position: 29.2 % and fill in table (18). CAUTION

Note:

If there is no customized trim sheet for your airline in this section, do not use the information enclosed herein for day to day operation as margins and load CG vary with cabin and cargo layout.

When referring to CG lower than 27 %, an operational margin is taken into account. It is the reason why performance at forward CG (lower than 25 %) must be used for operational CG lower than 27 %.

CTV A320 FLEET FCOM

←C





LOAD AND TRIM SHEET Ident.: PER-LOD-WBA-LTS-00001688.0002001 / 23 FEB 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

D→




CTV A320 FLEET FCOM


←D→





LOAD AND TRIM SHEET Ident.: PER-LOD-WBA-LTS-00001688.0003001 / 23 FEB 11 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

←D→




CTV A320 FLEET FCOM


←D






CTV A320 FLEET FCOM



WEIGHT AND BALANCE - FUEL INDEX TABLES


FUEL INDEX TABLE GENERAL Ident.: PER-LOD-WBA-FIT-10-00012775.0002001 / 08 FEB 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

The fuel index table has been established assuming a fuel distribution in accordance with refuel distribution given in section Refer to PER-LOD-FUL GENERAL INFORMATION - REFUELING of this volume. If after refueling the actual distribution deviates from the chart values, the actual and the trim sheet CG will show a discrepancy. The following tables allow to determine the fuel index taking into account the actual fuel quantity in each tank. To determine the actual takeoff CG enter the tables with the actual fuel quantities in each tank, read the fuel index for each tank and use their sum to enter the trim sheet. Check that the actual CG is inside the operational limits. If the CG is outside the limits transfer fuel to achieve a distribution in accordance with the chart or rearrange the load. Note:

DATA:

These tables are valid only when used with the following formula for the index: I = W × (H-arm – 18.85)/1 000 + K or I = [(CG – 25) × W × 0.000042] + K (Weight in kg, H-arm in m) Fuel in left inner fuel tank = 4 500 kg Fuel in right inner fuel tank = 4 500 kg Fuel in left outer fuel tank = 200 kg Fuel in right outer fuel tank = FULL Fuel in center tank = 0 kg

Inner tank Outer tank Center tank TOTAL

Left Right Left Right

Weight 4 500 4 500 200

-

691

+

9 891

-

0

Index

3 3 0 2 0 4

Enter the trim sheet with a fuel index of –4

CTV A320 FLEET FCOM

A→

PER-LOD-WBA-FIT-10 P 1/6 30 MAY 13




GENERAL Ident.: PER-LOD-WBA-FIT-10-00012775.0003001 / 08 FEB 11 Applicable to: PK-GLH, PK-GLI

The fuel index table has been established assuming a fuel distribution in accordance with refuel distribution given in section Refer to PER-LOD-FUL GENERAL INFORMATION - REFUELING of this volume. If after refueling the actual distribution deviates from the chart values, the actual and the trim sheet CG will show a discrepancy. The following tables allow to determine the fuel index taking into account the actual fuel quantity in each tank. To determine the actual takeoff CG enter the tables with the actual fuel quantities in each tank, read the fuel index for each tank and use their sum to enter the trim sheet. Check that the actual CG is inside the operational limits. If the CG is outside the limits transfer fuel to achieve a distribution in accordance with the chart or rearrange the load. Note:

DATA:

These tables are valid only when used with the following formula for the index: I = W × (H-arm – 742.12)/100 000 + K or I = [(CG – 25) × W × 0.0000165] + K (Weight in lb, H-arm in inch) Fuel in left inner fuel tank = 9 000 lb Fuel in right inner fuel tank = 9 000 lb Fuel in left outer fuel tank = 400 lb Fuel in right outer fuel tank = FULL Fuel in center tank = 0 lb

Inner tank Outer tank Center tank TOTAL

Left Right Left Right

Weight 9 000 9 000 400

-

1 523

+

19 923

-

0

Index

3 3 0 1 0 5

Enter the trim sheet with a fuel index of –5 FUEL INDEX TABLE FOR INNER TANK Ident.: PER-LOD-WBA-FIT-10-00012776.0001001 / 25 JUL 12 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

Note:

These tables are valid only when used with the following formulae for the index: I=W×(H-arm–18.85)/1 000+K or I=[(CG–25)×W×0.000042]+K (Weight in kg, H-arm in m)

CTV A320 FLEET FCOM

← A to B →





Weight 500 1 000 1 500 2 000 2 500 3 000 3 500 4 000 4 500 5 000 FULL

Index -1 -1 -2 -2 -2 -3 -3 -3 -3 -3 -2

FUEL INDEX TABLE FOR INNER TANK Ident.: PER-LOD-WBA-FIT-10-00012776.0002001 / 25 JUL 12 Applicable to: PK-GLH, PK-GLI

Note:

These tables are valid only when used with the following formulae for the index: I=W×(H-arm–742.12)/1 00 000+K or I=[(CG–25)×W×0.0000165]+K (Weight in lb, H-arm in inch) Weight 1 000 2 000 3 000 4 000 5 000 6 000 7 000 8 000 9 000 10 000 11 000 FULL

Index 0 -1 -1 -2 -2 -2 -3 -3 -3 -3 -3 -2

FUEL INDEX TABLE FOR OUTER TANK Ident.: PER-LOD-WBA-FIT-10-00012777.0001001 / 25 JUL 12 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

Note:

These tables are valid only when used with the following formulae for the index: I=W×(H-arm–18.85)/1 000+K or I=[(CG–25)×W×0.000042]+K (Weight in kg, H-arm in m)

CTV A320 FLEET FCOM

← B to C →





Weight 250 500 FULL

Index 1 1 2

FUEL INDEX TABLE FOR OUTER TANK Ident.: PER-LOD-WBA-FIT-10-00012777.0002001 / 25 JUL 12 Applicable to: PK-GLH, PK-GLI

Note:

These tables are valid only when used with the following formulae for the index: I=W×(H-arm–742.12)/1 00 000+K or I=[(CG–25)×W×0.0000165]+K (Weight in lb, H-arm in inch) Weight 500 1 000 1 500 FULL

Index 0 1 1 1

FUEL INDEX TABLE FOR CENTER TANK Ident.: PER-LOD-WBA-FIT-10-00012778.0001001 / 25 JUL 12 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

Note:

These tables are valid only when used with the following formulae for the index: I=W×(H-arm–18.85)/1 000+K or I=[(CG–25)×W×0.000042]+K (Weight in kg, H-arm in m) Weight 500 1 000 1 500 2 000 2 500 3 000 3 500 4 000 4 500 5 000 5 500 6 000 FULL

CTV A320 FLEET FCOM

Index -1 -1 -2 -3 -3 -4 -5 -6 -7 -7 -8 -9 -10

← C to D →





FUEL INDEX TABLE FOR CENTER TANK Ident.: PER-LOD-WBA-FIT-10-00012778.0002001 / 25 JUL 12 Applicable to: PK-GLH, PK-GLI

Note:

These tables are valid only when used with the following formulae for the index: I=W×(H-arm–742.12)/1 00 000+K or I=[(CG–25)×W×0.0000165]+K (Weight in lb, H-arm in inch) Weight 1 000 2 000 3 000 4 000 5 000 6 000 7 000 8 000 9 000 10 000 11 000 12 000 13 000 14 000 FULL

CTV A320 FLEET FCOM

Index 0 -1 -1 -2 -3 -3 -4 -4 -5 -6 -6 -7 -8 -8 -8

←D






CTV A320 FLEET FCOM


PERFORMANCE OPERATING DATA


PERFORMANCE OPERATING DATA A320



PER-OPD-GEN GENERAL

CONVERSIONS - IAS . MACH - TAS . MACH - SAT . TAT..................................................................................A INTERNATIONAL STANDARD ATMOSPHERE (ISA)............................................................................................B CONVERSIONS - QNH - QFE - PRESSURE ALTITUDE......................................................................................C CONVERSIONS QFE HPA - IN. HG - FT..............................................................................................................D WIND COMPONENTS (FOR TAKEOFF AND LANDING)......................................................................................E ALTITUDE TEMPERATURE CORRECTION.......................................................................................................... F

PER-OPD-CON GROUND DISTANCE/AIR DISTANCE CONVERSION PER-OPD-CON-AEO ALL ENGINES OPERATIVE

GENERAL................................................................................................................................................................ A M.78......................................................................................................................................................................... B LONG RANGE SPEED UP TO FL270................................................................................................................... C LONG RANGE SPEED ABOVE FL270.................................................................................................................. D

PER-OPD-CON-OEI ONE ENGINE INOPERATIVE

GENERAL................................................................................................................................................................ A LONG RANGE SPEED........................................................................................................................................... B FIXED SPEEDS.......................................................................................................................................................C

CTV A320 FLEET FCOM

PER-OPD-PLP-TOC P 1/2 19 JUL 11





CTV A320 FLEET FCOM

PER-OPD-PLP-TOC P 2/2 19 JUL 11


GENERAL


CONVERSIONS - IAS . MACH - TAS . MACH - SAT . TAT Ident.: PER-OPD-GEN-00001962.0001001 / 23 FEB 11 Applicable to: ALL

CTV A320 FLEET FCOM

A

PER-OPD-GEN P 1/10 19 JUL 11


GENERAL


INTERNATIONAL STANDARD ATMOSPHERE (ISA) Ident.: PER-OPD-GEN-00001963.0001001 / 09 DEC 09 Applicable to: ALL

CTV A320 FLEET FCOM

B



GENERAL


CONVERSIONS - QNH - QFE - PRESSURE ALTITUDE Ident.: PER-OPD-GEN-00001964.0001001 / 09 DEC 09 Applicable to: ALL

CTV A320 FLEET FCOM

C



GENERAL


CONVERSIONS QFE HPA - IN. HG - FT Ident.: PER-OPD-GEN-00001965.0001001 / 08 FEB 11 Applicable to: ALL

CTV A320 FLEET FCOM

D→



GENERAL


CTV A320 FLEET FCOM

←D



GENERAL


WIND COMPONENTS (FOR TAKEOFF AND LANDING) Ident.: PER-OPD-GEN-00001966.0001001 / 08 FEB 11 Applicable to: ALL

CTV A320 FLEET FCOM

E→



GENERAL


CTV A320 FLEET FCOM

←E



GENERAL


ALTITUDE TEMPERATURE CORRECTION Ident.: PER-OPD-GEN-00001967.0001001 / 12 FEB 11 Applicable to: ALL

FOR HIGH ALTITUDE USE

FOR LOW ALTITUDE USE Values to be added by the pilot to minimum promulgated heights/altitude (ft)

CTV A320 FLEET FCOM

F→



GENERAL


Airport Temperature °C 0 -10 -20 -30 -40 -50

CTV A320 FLEET FCOM

200 20 20 30 40 50 60

Height above the elevation of the altimeter setting source (feet) 300 400 500 1 000 2 000 3 000 4 000 20 30 30 60 120 170 230 30 40 50 100 200 290 390 50 60 70 140 280 420 570 60 80 100 190 380 570 760 80 100 120 240 480 720 970 90 120 150 300 590 890 1 190

←F

5 000 280 490 710 950 1 210 1 500




GENERAL


CTV A320 FLEET FCOM




GROUND DISTANCE/AIR DISTANCE CONVERSION - ALL ENGINES OPERATIVE

GENERAL Ident.: PER-OPD-CON-AEO-00001657.0001001 / 23 FEB 11 Applicable to: ALL

The ground distance/air distance conversion tables show the air distance for a given ground distance due to the influence of the wind. The Tables are given for : ‐ M .78 ‐ Long range speed. M.78 Ident.: PER-OPD-CON-AEO-00001658.0001001 / 28 JAN 11 Applicable to: ALL

CTV A320 FLEET FCOM

A to B

PER-OPD-CON-AEO P 1/4 19 JUL 11




LONG RANGE SPEED UP TO FL270 Ident.: PER-OPD-CON-AEO-00001659.0001001 / 28 FEB 11 Applicable to: ALL

CTV A320 FLEET FCOM

C





LONG RANGE SPEED ABOVE FL270 Ident.: PER-OPD-CON-AEO-00001660.0001001 / 09 DEC 09 Applicable to: ALL

CTV A320 FLEET FCOM

D






CTV A320 FLEET FCOM




GROUND DISTANCE/AIR DISTANCE CONVERSION - ONE ENGINE INOPERATIVE

GENERAL Ident.: PER-OPD-CON-OEI-00004074.0001001 / 09 DEC 09 Applicable to: ALL

The ground distance/air distance conversion tables are used to calculate the air distance for a given ground distance due to the influence of the wind. Tables are given for : ‐ LONG RANGE SPEED ‐ FIXED SPEEDS

CTV A320 FLEET FCOM

A

PER-OPD-CON-OEI P 1/4 19 JUL 11




LONG RANGE SPEED Ident.: PER-OPD-CON-OEI-00001960.0001001 / 09 DEC 09 Applicable to: ALL

CTV A320 FLEET FCOM

B





FIXED SPEEDS Ident.: PER-OPD-CON-OEI-00001961.0001001 / 09 DEC 09 Applicable to: ALL

CTV A320 FLEET FCOM

C






CTV A320 FLEET FCOM


PERFORMANCE THRUST RATINGS


PERFORMANCE THRUST RATINGS A320



PER-THR-GEN GENERAL

GENERAL................................................................................................................................................................ A

PER-THR-MTO MAXIMUM TAKEOFF

DEFINITION............................................................................................................................................................. A MAXIMUM TAKEOFF.............................................................................................................................................. B

PER-THR-MGA MAXIMUM GO AROUND

DEFINITION............................................................................................................................................................. A MAXIMUM GO AROUND........................................................................................................................................ B

PER-THR-FLX FLEXIBLE TAKEOFF

DEFINITION............................................................................................................................................................. A FLEXIBLE TAKEOFF...............................................................................................................................................B

PER-THR-MCT MAXIMUM CONTINUOUS

DEFINITION............................................................................................................................................................. A MAXIMUM CONTINUOUS...................................................................................................................................... B

PER-THR-MCL MAXIMUM CLIMB

DEFINITION............................................................................................................................................................. A MAXIMUM CLIMB....................................................................................................................................................B

PER-THR-MCR MAXIMUM CRUISE

DEFINITION............................................................................................................................................................. A MAXIMUM CRUISE................................................................................................................................................. B

PER-THR-N1 N1 MODE THRUST CONTROL

N1 MODE THRUST CONTROL..............................................................................................................................A MAXIMUM TAKEOFF N1........................................................................................................................................ B MAXIMUM GO AROUND N1.................................................................................................................................. C MAXIMUM CONTINUOUS N1................................................................................................................................ D MAXIMUM CLIMB N1..............................................................................................................................................E MAXIMUM CRUISE N1........................................................................................................................................... F

CTV A320 FLEET FCOM

PER-THR-PLP-TOC P 1/2 30 MAY 13





CTV A320 FLEET FCOM

PER-THR-PLP-TOC P 2/2 30 MAY 13


GENERAL


GENERAL Ident.: PER-THR-GEN-00004079.0001001 / 28 FEB 11 Applicable to: ALL

The thrust rating charts have been established for: ‐ Maximum takeoff ‐ Maximum go around ‐ Flexible takeoff ‐ Maximum continuous ‐ Maximum climb ‐ Maximum cruise

CTV A320 FLEET FCOM

A

PER-THR-GEN P 1/2 19 JUL 11



GENERAL


CTV A320 FLEET FCOM

PER-THR-GEN P 2/2 19 JUL 11


MAXIMUM TAKEOFF


DEFINITION Ident.: PER-THR-MTO-00001968.0001001 / 01 MAR 11 Applicable to: ALL

It is the maximum thrust certified for takeoff and is normally limited to five minutes. This time is extended to ten minutes for engine out contingency, as authorized by the approved AFM.

CTV A320 FLEET FCOM

A

PER-THR-MTO P 1/6 30 MAY 13


MAXIMUM TAKEOFF


MAXIMUM TAKEOFF Ident.: PER-THR-MTO-00001969.0017001 / 28 JAN 11 Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

B→



MAXIMUM TAKEOFF


CTV A320 FLEET FCOM

←B→



MAXIMUM TAKEOFF


MAXIMUM TAKEOFF Ident.: PER-THR-MTO-00001969.0008001 / 28 JAN 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

←B→



MAXIMUM TAKEOFF


CTV A320 FLEET FCOM

←B




MAXIMUM TAKEOFF


CTV A320 FLEET FCOM



MAXIMUM GO AROUND


DEFINITION Ident.: PER-THR-MGA-00001971.0001001 / 23 FEB 11 Applicable to: ALL

It is the maximum permissible thrust during go-around. MAXIMUM GO AROUND Ident.: PER-THR-MGA-00001972.0024001 / 28 JAN 11 Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

A to B →

PER-THR-MGA P 1/4 30 MAY 13



CTV A320 FLEET FCOM

MAXIMUM GO AROUND

←B→



MAXIMUM GO AROUND


MAXIMUM GO AROUND Ident.: PER-THR-MGA-00001972.0005001 / 28 JAN 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

←B→



MAXIMUM GO AROUND


CTV A320 FLEET FCOM

←B



FLEXIBLE TAKEOFF


DEFINITION Ident.: PER-THR-FLX-00001973.0002001 / 23 FEB 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

It is a reduced takeoff thrust as compared to the maximum permissible. The related EPR is calculated as a function of the flexible temperature entered in the FMGS MCDU. The flexible temperature is a function of the aircraft weight and environmental conditions. It guarantees that the regular performance requirements are met. DEFINITION Ident.: PER-THR-FLX-00001973.0001001 / 23 FEB 11 Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

It is a reduced takeoff thrust as compared to the maximum permissible. The related N1 is calculated as a function of the flexible temperature entered in the FMGS MCDU. The flexible temperature is a function of the aircraft weight and environmental conditions. It guarantees that the regular performance requirements are met.

CTV A320 FLEET FCOM

A

PER-THR-FLX P 1/4 30 MAY 13


FLEXIBLE TAKEOFF


FLEXIBLE TAKEOFF Ident.: PER-THR-FLX-00001974.0008001 / 23 FEB 11 Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

B→



FLEXIBLE TAKEOFF


CTV A320 FLEET FCOM

←B




FLEXIBLE TAKEOFF


CTV A320 FLEET FCOM



MAXIMUM CONTINUOUS


DEFINITION Ident.: PER-THR-MCT-00001975.0001001 / 28 FEB 11 Applicable to: ALL

It is the maximum thrust certified for continuous use. This rating should be used, at the pilot’s discretion, only when required to ensure safe flight (engine failure).

CTV A320 FLEET FCOM

A

PER-THR-MCT P 1/4 30 MAY 13


MAXIMUM CONTINUOUS


MAXIMUM CONTINUOUS Ident.: PER-THR-MCT-00001976.0011001 / 28 JAN 11 Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

B→



MAXIMUM CONTINUOUS


MAXIMUM CONTINUOUS Ident.: PER-THR-MCT-00001976.0018001 / 28 JAN 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

(*)

One engine inoperative - 1 pack operative on remaining engine.

CTV A320 FLEET FCOM

←B




MAXIMUM CONTINUOUS


CTV A320 FLEET FCOM



MAXIMUM CLIMB


DEFINITION Ident.: PER-THR-MCL-00001977.0001001 / 23 FEB 11 Applicable to: ALL

It is the maximum thrust approved for normal climb. MAXIMUM CLIMB Ident.: PER-THR-MCL-00001978.0011001 / 28 JAN 11 Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

A to B →

PER-THR-MCL P 1/2 30 MAY 13


MAXIMUM CLIMB


MAXIMUM CLIMB Ident.: PER-THR-MCL-00001978.0005001 / 28 JAN 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

←B

PER-THR-MCL P 2/2 30 MAY 13


MAXIMUM CRUISE


DEFINITION Ident.: PER-THR-MCR-00001979.0002001 / 02 FEB 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

It is the maximum thrust approved for normal cruise. There is no thrust lever position corresponding to this thrust rating. It is not displayed to the pilot, and the EPR limit which is displayed in cruise is the maximum climb EPR. The FMGS uses the maximum cruise EPR to compute the aircraft maximum speed. In manual thrust setting, in cruise, the pilot should limit EPR to the maximum cruise EPR that is equal to the displayed maximum climb EPR minus 0.07. DEFINITION Ident.: PER-THR-MCR-00001979.0004001 / 02 FEB 11 Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

It is the maximum thrust approved for normal cruise. There is no thrust lever position corresponding to this thrust rating. It is not displayed to the pilot, and the N1 limit which is displayed in cruise is the maximum climb N1. The FMGS uses the maximum cruise N1 to compute the aircraft maximum speed. In manual thrust setting, in cruise, the pilot should limit N1 to the maximum cruise N1 that is equal to the displayed maximum climb N1 minus 1.9 %.

CTV A320 FLEET FCOM

A

PER-THR-MCR P 1/4 30 MAY 13


MAXIMUM CRUISE


MAXIMUM CRUISE Ident.: PER-THR-MCR-00001980.0005001 / 05 APR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

B→



MAXIMUM CRUISE


MAXIMUM CRUISE Ident.: PER-THR-MCR-00001980.0018001 / 28 FEB 11 Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

←B




MAXIMUM CRUISE


CTV A320 FLEET FCOM



N1 MODE THRUST CONTROL


N1 MODE THRUST CONTROL Ident.: PER-THR-N1-00004648.0010001 / 03 APR 13 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

In case of no EPR available, the thrust control automatically reverts to N1 mode (rated or degraded). Refer to PRO-ABN-70 ENG 1(2) EPR MODE FAULT. If the rated N1 mode is lost on both engines, refer to the power management tables given on the following pages. The herebelow table gives the N1 to be set in cruise to maintain M 0.78. WEIGHT (1000 KG)

50 52 54 56 58 60 62 64 66 68 70 72 74 76

FLIGHT LEVEL 290

310

330

350

370

390

75.4 75.7 75.9 76.2 76.4 76.7 77.1 77.3 77.7 78 78.3 78.6 79 79.3

75.5 75.8 76.1 76.4 76.7 77.1 77.4 77.7 78.1 78.5 78.8 79.2 79.5 80

75.7 76 76.4 76.8 77.1 77.5 77.9 78.3 78.6 79.1 79.5 80 80.4 80.9

76 76.4 76.8 77.2 77.6 78 78.5 79 79.5 80 80.5 81.1 81.7 82.4

76.8 77.2 77.6 78.1 78.6 79.2 79.7 80.3 81 81.7 82.5

78 78.6 79.1 79.7 80.4 81.2 81.9

N1 (%)

Drift Down ceilings and go around performance are affected as follows: Drift down ceiling: Actual Weight (1 000 kg )

Ceiling Penalty (ft)

40

50

60

70

4 000

4 700

5 300

6 000

Go around weight: Normal go around Weight (1 000 kg )

Weight Penalty (1 000 kg)

CTV A320 FLEET FCOM

40

45

50

55

60

65

70

75

80

85

5.2

5.9

6.5

7.2

7.8

8.5

9.1

9.8

10.4

11

A

PER-THR-N1 P 1/8 30 MAY 13




MAXIMUM TAKEOFF N1 Ident.: PER-THR-N1-00001970.0005001 / 28 JAN 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

B→




CTV A320 FLEET FCOM


←B





MAXIMUM GO AROUND N1 Ident.: PER-THR-N1-00004650.0003001 / 08 FEB 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

C→





Note:

This table is valid for all aircraft speeds.

CTV A320 FLEET FCOM

←C





MAXIMUM CONTINUOUS N1 Ident.: PER-THR-N1-00004651.0007001 / 09 DEC 09 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

(*)

One engine inoperative - 1 pack operative on remaining engine.

Note:


CTV A320 FLEET FCOM

D





MAXIMUM CLIMB N1 Ident.: PER-THR-N1-00004652.0004001 / 09 DEC 09 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

Note:


CTV A320 FLEET FCOM

E





MAXIMUM CRUISE N1 Ident.: PER-THR-N1-00004653.0004001 / 09 DEC 09 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

Note:


CTV A320 FLEET FCOM

F


PERFORMANCE TAKEOFF


PERFORMANCE TAKEOFF A320



PER-TOF-THR THRUST OPTIONS PER-TOF-THR-FLX FLEXIBLE TAKEOFF PER-TOF-THR-FLX-10 DEFINITION OF FLEXIBLE TAKEOFF

DEFINITION OF FLEXIBLE TAKEOFF...................................................................................................................A

PER-TOF-THR-FLX-20 USE OF FLEXIBLE TAKEOFF

USE OF FLEXIBLE TAKEOFF................................................................................................................................A

PER-TOF-THR-FLX-30 REQUIREMENTS

REQUIREMENTS.................................................................................................................................................... A

PER-TOF-THR-FLX-40 RECOMMENDATION

GENERAL................................................................................................................................................................ A TAKEOFF PROCEDURE........................................................................................................................................ B

PER-TOF-TOC TAKEOFF CHARTS PER-TOF-TOC-05 INTRODUCTION

TAKEOFF CHARTS.................................................................................................................................................A

PER-TOF-TOC-10 GENERAL (TEMPERATURE ENTRY) PER-TOF-TOC-10-10 TAKEOFF PERFORMANCE

TAKEOFF PERFORMANCE................................................................................................................................... A

PER-TOF-TOC-10-20 TAKEOFF CHART DESCRIPTION

GENERAL................................................................................................................................................................ A Corrections due to Different Takeoff Conditions..................................................................................................... B DESCRIPTION OF THE CORRECTIONS ON TAKEOFF CHART........................................................................ C MINIMUM SPEEDS................................................................................................................................................. D FLEX TEMPERATURE INDICATOR.......................................................................................................................E

PER-TOF-TOC-10-30 ADDITIONAL INFORMATION

ONE ENGINE OUT CLIMB PROCEDURE............................................................................................................. A TAKEOFF ON A WET RUNWAY............................................................................................................................B DESCRIPTION OF TAKEOFF CHART...................................................................................................................C EXAMPLE OF TAKEOFF CHART.......................................................................................................................... D Continued on the following page

CTV A320 FLEET FCOM

PER-TOF-PLP-TOC P 1/6 16 JUL 13



PRELIMINARY PAGES - TABLE OF CONTENTS Continued from the previous page

PER-TOF-TOC-12 MTOW CALCULATION (TEMPERATURE ENTRY) PER-TOF-TOC-12-10 DETERMINATION OF MAXIMUM TAKEOFF WEIGHT AND SPEEDS

DIRECT CHART READING.................................................................................................................................... A CORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONS.........................................................................B CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS............................................................................... C CORRECTIONS FOR WET OR CONTAMINATED RUNWAYS............................................................................ D CORRECTIONS PRODUCED ON THE RTOW CHART........................................................................................ E COMBINING CORRECTIONS FROM FCOM AND CHART................................................................................... F

PER-TOF-TOC-12-30 EXTRAPOLATION

EXTRAPOLATION................................................................................................................................................... A

PER-TOF-TOC-12-40 MAXIMUM STRUCTURAL TAKEOFF WEIGHT

MAXIMUM STRUCTURAL TAKEOFF WEIGHT..................................................................................................... A

PER-TOF-TOC-12-50 SUMMARY

SUMMARY............................................................................................................................................................... A

PER-TOF-TOC-14 FLEXIBLE TAKEOFF (TEMPERATURE ENTRY) PER-TOF-TOC-14-10 DETERMINATION OF FLEXIBLE TAKEOFF TEMPERATURE AND SPEEDS

GENERAL................................................................................................................................................................ A CORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONS.........................................................................B CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS............................................................................... C CORRECTIONS FOR WET RUNWAY................................................................................................................... D CORRECTIONS PRODUCED ON THE RTOW CHART........................................................................................ E COMBINING CORRECTIONS FROM FCOM AND CHART................................................................................... F

PER-TOF-TOC-14-20 FLEXIBLE TAKEOFF NOT POSSIBLE

FLEXIBLE TAKEOFF NOT POSSIBLE...................................................................................................................A


SUMMARY............................................................................................................................................................... A

PER-TOF-TOC-16 GENERAL (WEIGHT ENTRY) PER-TOF-TOC-16-10 TAKEOFF PERFORMANCE

TAKEOFF PERFORMANCE................................................................................................................................... A Continued on the following page

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PER-TOF-TOC-16-20 TAKEOFF CHART DESCRIPTION


GENERAL................................................................................................................................................................ A CORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONS.........................................................................B DESCRIPTION OF THE CORRECTIONS ON TAKEOFF CHART........................................................................ C MINIMUM SPEED................................................................................................................................................... D

PER-TOF-TOC-16-30 ADDITIONAL INFORMATION

ONE ENGINE OUT CLIMB PROCEDURE............................................................................................................. A TAKEOFF ON A WET RUNWAY............................................................................................................................B RTOW CHARTS - COMPLEMENTARY INFORMATION....................................................................................... C RTOW EXAMPLE....................................................................................................................................................D

PER-TOF-TOC-18 MTOW CALCULATION (WEIGHT ENTRY) PER-TOF-TOC-18-10 DETERMINATION OF MAXIMUM TAKEOFF WEIGHT AND SPEEDS

GENERAL................................................................................................................................................................ A MTOW DETERMINATION.......................................................................................................................................B CORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONS.........................................................................C CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS............................................................................... D CORRECTIONS FOR WET OR CONTAMINATED RUNWAYS.............................................................................E CORRECTIONS PRODUCED ON THE RTOW CHART........................................................................................ F COMBINING CORRECTIONS FROM FCOM AND CHART.................................................................................. G

PER-TOF-TOC-18-20 EXTRAPOLATION

EXTRAPOLATION................................................................................................................................................... A

PER-TOF-TOC-18-30 MAXIMUM STRUCTURAL TAKEOFF WEIGHT

MAXIMUM STRUCTURAL TAKEOFF WEIGHT..................................................................................................... A


SUMMARY............................................................................................................................................................... A

PER-TOF-TOC-20 FLEXIBLE TAKEOFF (WEIGHT ENTRY) PER-TOF-TOC-20-10 DETERMINATION OF FLEXIBLE TAKEOFF TEMPERATURE AND SPEEDS

GENERAL................................................................................................................................................................ A CORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONS.........................................................................B CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS ..............................................................................C CORRECTIONS FOR WET RUNWAY................................................................................................................... D CORRECTIONS PRODUCED ON THE RTOW CHART........................................................................................ E COMBINING CORRECTIONS FROM FCOM AND CHART................................................................................... F Continued on the following page

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PER-TOF-TOC-20-20 FLEXIBLE TAKEOFF NOT POSSIBLE


FLEXIBLE TAKEOFF NOT POSSIBLE...................................................................................................................A


SUMMARY............................................................................................................................................................... A

PER-TOF-TOD TAKEOFF DATA PER-TOF-TOD-24 QNH/BLEEDS CORRECTION

EFFECT OF QNH AND BLEEDS (up to 9200 ft)................................................................................................... A EXAMPLES.............................................................................................................................................................. B EFFECT OF QNH AND BLEEDS FOR HIGH ALTITUDE OPERATIONS (above 9200 ft).....................................C EXAMPLES FOR HIGH ALTITUDE OPERATIONS............................................................................................... D

PER-TOF-TOD-25 MINIMUM SPEEDS PER-TOF-TOD-25-10 SPEEDS LIMITED BY VMC

SPEEDS LIMITED BY VMC....................................................................................................................................A

PER-TOF-TOD-25-20 V2 LIMITED BY VMU/VMCA

MINIMUM V2 LIMITED BY VMU/VMCA (KT IAS).................................................................................................. A

PER-TOF-TOD-40 QUICK REFERENCE TABLES PER-TOF-TOD-40-10 INTRODUCTION

INTRODUCTION......................................................................................................................................................A

PER-TOF-TOD-40-20 USE OF TABLES

USE OF TABLES.................................................................................................................................................... A

PER-TOF-TOD-40-30 HOW TO PROCEED

GENERAL................................................................................................................................................................ A LIMITATION CODES ..............................................................................................................................................B CORRECTIONS FOR WIND AND RUNWAY SLOPE............................................................................................C EXAMPLE ...............................................................................................................................................................D Continued on the following page

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PER-TOF-TOD-40-40 QUICK REFERENCE TABLES


CONFIGURATION 1+F / 0 FT................................................................................................................................ A CONFIGURATION 1+F / 1000 FT.......................................................................................................................... B CONFIGURATION 1+F / 2000 FT.......................................................................................................................... C CONFIGURATION 2 / PRESSURE ALTITUDE = 0 FT..........................................................................................D CONFIGURATION 2 / PRESSURE ALTITUDE = 1000 FT.................................................................................... E CONFIGURATION 2 / PRESSURE ALTITUDE = 2000 FT.................................................................................... F CONFIGURATION 3 / PRESSURE ALTITUDE = 0 FT......................................................................................... G CONFIGURATION 3 / PRESSURE ALTITUDE = 1000 FT....................................................................................H CONFIGURATION 3 / PRESSURE ALTITUDE = 2000 FT..................................................................................... I

PER-TOF-TOD-50 NET TAKEOFF FLIGHT PATH

INTRODUCTION......................................................................................................................................................A HOW TO PROCEED............................................................................................................................................... B CLOSE OBSTACLE CLEARANCE CONF 1 + F....................................................................................................C REMOTE OBSTACLE CLEARANCE CONF 1 + F.................................................................................................D CLOSE OBSTACLE CLEARANCE CONF 2...........................................................................................................E REMOTE OBSTACLE CLEARANCE CONF 2........................................................................................................F CLOSE OBSTACLE CLEARANCE CONF 3.......................................................................................................... G REMOTE OBSTACLE CLEARANCE CONF 3....................................................................................................... H

PER-TOF-CTA RUNWAY CONTAMINATION PER-TOF-CTA-10 GENERAL

GENERAL................................................................................................................................................................ A

PER-TOF-CTA-20 DEFINITIONS

DEFINITIONS...........................................................................................................................................................A EQUIVALENCES..................................................................................................................................................... B

PER-TOF-CTA-30 OPERATIONAL CONDITIONS

OPERATIONAL CONDITIONS................................................................................................................................A

PER-TOF-CTA-40 TAKEOFF PERFORMANCE PER-TOF-CTA-40-10 TAKEOFF PERFORMANCE

TAKEOFF PERFORMANCE................................................................................................................................... A Continued on the following page

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PER-TOF-CTA-40-20 TAKEOFF FROM A WET RUNWAY


HOW TO PROCEED............................................................................................................................................... A NO THRUST REVERSERS OPERATIVE (NO CLEARWAY).................................................................................B ALL THRUST REVERSERS OPERATIVE (NO CLEARWAY)............................................................................... C NO THRUST REVERSERS OPERATIVE (WITH CLEARWAY).............................................................................D ALL THRUST REVERSERS OPERATIVE (WITH CLEARWAY)............................................................................E

PER-TOF-CTA-40-30 TAKEOFF FROM A CONTAMINATED RUNWAY

TAKEOFF FROM A 6.3 MM (1/4 INCH) WATER COVERED RUNWAY............................................................... A TAKEOFF FROM A 6 MM (1/4 INCH) WATER COVERED RUNWAY.................................................................. B TAKEOFF FROM A 12.7 MM (1/2 INCH) WATER COVERED RUNWAY............................................................. C TAKEOFF FROM A 13 MM (1/2 INCH) WATER COVERED RUNWAY................................................................ D TAKEOFF FROM A 6.3 MM (1/4 INCH) SLUSH COVERED RUNWAY................................................................ E TAKEOFF FROM A 6 MM (1/4 INCH) SLUSH COVERED RUNWAY....................................................................F TAKEOFF FROM A 12.7 MM (1/2 INCH) SLUSH COVERED RUNWAY.............................................................. G TAKEOFF FROM A 13 MM (1/2 INCH) SLUSH COVERED RUNWAY................................................................. H TAKEOFF FROM A COMPACTED SNOW COVERED RUNWAY.......................................................................... I TAKEOFF FROM A 5 MM (1/5 INCH) WET SNOW COVERED RUNWAY............................................................J TAKEOFF FROM A 15 MM (3/5 INCH) WET SNOW COVERED RUNWAY......................................................... K TAKEOFF FROM A 30 MM (6/5 INCH) WET SNOW COVERED RUNWAY..........................................................L TAKEOFF FROM A 10 MM (2/5 INCH) DRY SNOW COVERED RUNWAY......................................................... M TAKEOFF FROM A 130 MM (5 + 1/8 INCHES) DRY SNOW COVERED RUNWAY.............................................N

PER-TOF-CTA-40-40 EXAMPLE

TAKEOFF PERFORMANCE ON DRY RUNWAY...................................................................................................A TAKEOFF PERFORMANCE ON WET RUNWAY.................................................................................................. B TAKEOFF PERFORMANCE ON RUNWAY COVERED WITH 1/2 INCH SLUSH..................................................C

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THRUST OPTIONS - FLEXIBLE TAKEOFF


DEFINITION OF FLEXIBLE TAKEOFF DEFINITION OF FLEXIBLE TAKEOFF Ident.: PER-TOF-THR-FLX-10-00001718.0001001 / 28 JAN 11 Applicable to: ALL

In many cases the aircraft takes off with a weight lower than the maximum permissible takeoff weight. When this happens, it can meet the required performance (runway, second segment, obstacle,...) with a decreased thrust that is adapted to the weight : this is called FLEXIBLE TAKEOFF and the thrust is called FLEXIBLE TAKEOFF THRUST. The use of flexible takeoff thrust saves engine life.

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USE OF FLEXIBLE TAKEOFF USE OF FLEXIBLE TAKEOFF Ident.: PER-TOF-THR-FLX-20-00001719.0001001 / 09 DEC 09 Applicable to: ALL

The pilot can use flexible takeoff when the actual takeoff weight is lower than the maximum permissible takeoff weight for the actual temperature. The maximum permissible takeoff weight decreases when temperature increases, so it is possible to assume a temperature at which the actual takeoff weight would be the limiting one. This temperature is called FLEXIBLE TEMPERATURE or assumed temperature and is entered in the FADEC via the MCDU PERF TO page in order to get the adapted thrust.

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REQUIREMENTS REQUIREMENTS Ident.: PER-TOF-THR-FLX-30-00001792.0017001 / 15 MAR 11 Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

‐ Thrust must not be reduced by more than 25 % of the full rated takeoff thrust. ‐ The flexible takeoff N1 cannot be lower than the Max climb N1 at the same flight conditions. The FADEC takes the above two constraints into account to determine flexible N1. The above two constraints also limit the maximum flexible temperature at ISA+ 53 (68 °C at sea level). ‐ The flexible takeoff thrust cannot be lower than the Max Continuous thrust used for the final takeoff flight path computation (at ISA +40). ‐ The flexible temperature cannot be lower than the flat rating temperature, TREF ( ISA +29 up to 2 000 ft) (See Note), or the actual temperature (OAT).

Note:

TREF being a function of pressure altitude, read it on the takeoff chart.

‐ Flexible takeoff is not permitted on contaminated runways. ‐ The operator should check the maximum thrust (TOGA) at regular intervals in order to detect any engine deterioration, or maintain an adequate engine performance monitoring program to follow up the engine parameters.

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REQUIREMENTS Ident.: PER-TOF-THR-FLX-30-00001792.0013001 / 15 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

‐ Thrust must not be reduced by more than 25 % of the full rated takeoff thrust. ‐ The flexible takeoff EPR cannot be lower than the Max climb EPR at the same flight conditions. The FADEC takes the above two constraints into account to determine flexible EPR. The above two constraints also limit the maximum flexible temperature at ISA + 55 (70 °C at sea level). ‐ The flexible takeoff thrust cannot be lower than the Max Continuous thrust used for the final takeoff flight path computation (at ISA +40). ‐ The flexible temperature cannot be lower than the flat rating temperature, TREF (See Note), or the actual temperature (OAT).

Note:

TREF being a function of pressure altitude, read it on the takeoff chart.

‐ Flexible takeoff is not permitted on contaminated runways. ‐ The operator should check the maximum thrust (TOGA) at regular intervals in order to detect any engine deterioration, or maintain an adequate engine performance monitoring program to follow up the engine parameters.

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RECOMMENDATION GENERAL Ident.: PER-TOF-THR-FLX-40-00001720.0002001 / 23 FEB 11 Applicable to: ALL

• In order to extend engine life and save maintenance costs, it is recommended to use flexible thrust reduction. • However, to improve the takeoff performance, the thrust can be increased by selecting a lower flexible temperature. Using the same takeoff chart, for a given weight it is possible to : ‐ Select a temperature lower than the maximum determined one and keep the speeds defined at maximum temperature or, ‐ Move towards the left side (tailwind) of the takeoff chart while remaining within the same configuration and looking for the same actual takeoff weight at lower temperature. This produces a lower flexible temperature and, in general, lower takeoff speeds (V1/VR/V2). Using one of the two above possibilities, check that the selected temperature is greater than the actual temperature (OAT) and greater than the flat rating temperature (TREF). TAKEOFF PROCEDURE Ident.: PER-TOF-THR-FLX-40-00001721.0001001 / 28 JAN 11 Applicable to: ALL

Depending on environmental takeoff conditions, the following procedure is recommended. CONDITIONS Dry or wet well paved runway

High altitude takeoff Badly paved runway or Accelerate stop distance limited runway

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PROCEDURE ‐ Use the flap setting giving the highest flexible temperature. ‐ When flexible temperature difference between two flap settings is low, use the highest flap setting. Use CONF2/CONF3 Use CONF2/CONF3 or Move towards left side of the takeoff chart

REASON Extend engine life and save maintenance costs.

Improve comfort Improve comfort Improve stopping distance Continued on the following page

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PER-TOF-THR-FLX-40 P 1/2 20 OCT 11



CONDITIONS Windshear expected along takeoff path Contaminated runway

CTV A320 FLEET FCOM

THRUST OPTIONS - FLEXIBLE TAKEOFF PROCEDURE Use maximum thrust Use maximum thrust (flex forbidden)

Continued from the previous page REASON Maintain acceleration capability

Improve stopping distance Decrease time on runway. Required by regulations.

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PER-TOF-THR-FLX-40 P 2/2 20 OCT 11


TAKEOFF CHARTS - INTRODUCTION


TAKEOFF CHARTS Ident.: PER-TOF-TOC-05-00001704.0001001 / 21 MAR 11 Applicable to: ALL

Takeoff charts are required to provide performance at takeoff. It is possible to present the charts in two different ways, one of which is selected by the airline. The different presentations are : ‐ temperature entry (temperature provided in the left column) ‐ weight entry (weight provided in the left column). Both presentations are described here after. Sections PER-TOF-TOC-10, 12 and 14 are relative to temperature entry while PER-TOF-TOC-16, 18 and 20 are relative to weight entry.

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TAKEOFF CHARTS - INTRODUCTION


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TAKEOFF CHARTS - GENERAL (TEMPERATURE ENTRY)

TAKEOFF PERFORMANCE TAKEOFF PERFORMANCE Ident.: PER-TOF-TOC-10-10-00001705.0001001 / 23 FEB 11 Applicable to: ALL

Takeoff optimization is calculated for a given runway and its obstacles and for given conditions of flap setting, temperature, wind and QNH. The calculation produces a maximum permissible takeoff weight (or a maximum takeoff temperature for an actual weight). The takeoff thrust produced by the engine varies as follows :

The optimization process calculates the speeds which will produce the maximum takeoff weight. To do so, it takes into account the different takeoff limitations such as TOD, ASD, TOR, second segment..., as shown on the figure charts below.

On a typical runway, the performance of a twin engine aircraft, is generally limited by the one engine out operation at takeoff. The optimum V2/VS and optimum V1/VR are consequently unique.

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TAKEOFF CHART DESCRIPTION GENERAL Ident.: PER-TOF-TOC-10-20-00001706.0003001 / 03 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

The takeoff chart (RTOW : Regulatory Takeoff Weight) is calculated for a specific aircraft version and for a particular runway specified at the top of the chart. The top of the chart also gives some information about the runway and lists the calculation assumptions. The chart is given for 2 different configurations and 5 wind values per configuration. This allows the crew to select the configuration that gives either : ‐ the highest permissible takeoff weight, or, for a given weight, ‐ the highest flexible temperature. If different configurations give equivalent performance, the crew should select the configuration associated with the lowest takeoff speeds. For each temperature value (and for a given configuration and wind), the chart provides the following information :

The available limitation codes are : ‐ First segment ‐ Second segment ‐ Runway length ‐ Obstacles ‐ Tire speed ‐ Brake energy ‐ Maximum computation weight ‐ Final takeoff ‐ VMU

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GENERAL Ident.: PER-TOF-TOC-10-20-00001706.0004001 / 03 MAR 11 Applicable to: PK-GLH, PK-GLI

The takeoff chart (RTOW : Regulatory Takeoff Weight) is calculated for a specific aircraft version and for a particular runway specified at the top of the chart. The top of the chart also gives some information about the runway and lists the calculation assumptions. The chart is given for 2 different configurations and 5 wind values per configuration. This allows the crew to select the configuration that gives either : ‐ the highest permissible takeoff weight, or, for a given weight, ‐ the highest flexible temperature. If different configurations give equivalent performance, the crew should select the configuration associated with the lowest takeoff speeds. For each temperature value (and for a given configuration and wind), the chart provides the following information :


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CORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONS Ident.: PER-TOF-TOC-10-20-00014608.0001001 / 18 JUL 12 Applicable to: ALL

Each takeoff chart is computed for a given set of conditions (air conditioning, QNH, anti ice...) specified at the top of the chart. If the actual takeoff conditions are different, the crew must apply corrections. Two types of correction are available : ‐ Conservative corrections on Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS (to be used when not provided on the chart). ‐ Corrections (less restrictive) listed on the chart, to be applied as explained below. Note:

‐ If the RTOW chart is based on the CG being at 25 %, the crew can find the takeoff performance at a more forward CG by decreasing the takeoff weight by 1 000 kg (2 200 lb) and increasing V1, VR and V2 by 1 kt. ‐ 25 % CG is the basic certified limit, on which all takeoff computations are based. To take into account the operational margins, the above penalties must be applied when operational CG is forward 27 % CG. DESCRIPTION OF THE CORRECTIONS ON TAKEOFF CHART

Ident.: PER-TOF-TOC-10-20-00005368.0001001 / 03 MAR 11 Applicable to: ALL

The corrections are presented on 4 lines:

TVMC is a temperature value given per column. This is a fictitious value that indicates the temperature above which the speeds are close to a VMC limitation or are VMC limited. Note:

The lower two lines may be shaded on certain chart formats. MINIMUM SPEEDS


Minimum V1/VR/V2 due to VMC are provided on the bottom right side of the takeoff chart. CTV A320 FLEET FCOM

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They are only applicable in case of speed corrections. These speeds are conservative. They may be slightly higher than V1/VR/V2 displayed on the takeoff chart. FLEX TEMPERATURE INDICATOR Ident.: PER-TOF-TOC-10-20-00005373.0001001 / 18 FEB 11 Applicable to: ALL

On the temperature entry chart, the temperature column may display asterisks or have a gray band to indicate temperature values above TMAX and which are flex temperature.

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ADDITIONAL INFORMATION ONE ENGINE OUT CLIMB PROCEDURE Ident.: PER-TOF-TOC-10-30-00001708.0001001 / 23 FEB 11 Applicable to: ALL

The performance given in the chart is consistent with the flight path specified for the aircraft with one engine out and takes into account significant obstacles. When the procedure to be followed is not the standard instrument departure, the chart describes a specific procedure (EOSID). When the specified procedure requires a turn, except if otherwise stated on the RTOW chart, the turn should be performed with a maximum bank of 15 ° until the aircraft reaches 1 500 ft or until green dot. The acceleration height (or altitude) ensures that the net flight path clears the highest obstacle by at least 35 ft when accelerating in level flight to green dot speed after an engine failure, in the most adverse conditions. TAKEOFF ON A WET RUNWAY Ident.: PER-TOF-TOC-10-30-00001709.0002001 / 23 FEB 11 Applicable to: ALL

Takeoff charts computed for wet runway with a 15 ft screen height and/or use of reverse thrust may produce, in some conditions, a maximum takeoff weight (or flexible temperature) higher than that obtained for a dry runway. It is thus mandatory to compare both charts (dry and wet) and retain the lower of the two weights (or flexible temperature) and the associated speeds determined for a wet runway. Note:

The crew need not compare the charts if the top of the wet runway chart specifies “DRY CHECK”. (The comparison has already been inserted in the WET runway calculation).

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DESCRIPTION OF TAKEOFF CHART Ident.: PER-TOF-TOC-10-30-00001710.0003001 / 23 FEB 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

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DESCRIPTION OF TAKEOFF CHART Ident.: PER-TOF-TOC-10-30-00001710.0004001 / 18 MAR 11 Applicable to: PK-GLH, PK-GLI

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EXAMPLE OF TAKEOFF CHART Ident.: PER-TOF-TOC-10-30-00001711.0013001 / 01 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

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EXAMPLE OF TAKEOFF CHART Ident.: PER-TOF-TOC-10-30-00001711.0014001 / 01 MAR 11 Applicable to: PK-GLH, PK-GLI

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TAKEOFF CHARTS - MTOW CALCULATION (TEMPERATURE ENTRY)

DETERMINATION OF MAXIMUM TAKEOFF WEIGHT AND SPEEDS DIRECT CHART READING Ident.: PER-TOF-TOC-12-10-00001712.0002001 / 23 FEB 11 Applicable to: ALL

The takeoff chart is computed for a given runway under a set of conditions, which are: ‐ OAT ‐ Wind ‐ Configuration ‐ QNH, air conditioning, anti ice... Two configurations are produced on the chart. This enables the crew to select that giving the highest permissible takeoff weight. In case of equivalent performance, retain the configuration giving the lower takeoff speeds. For a given configuration, enter the chart with the OAT and wind value to determine the maximum permissible weight. For an OAT or wind value not presented on the chart, interpolate between two consecutive temperature rows and/or two consecutive wind columns. Conservative OAT or wind values can also be considered. No extrapolation is allowed. CORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONS Ident.: PER-TOF-TOC-12-10-00001713.0002001 / 28 JAN 11 Applicable to: ALL

Retain the maximum takeoff weight, associated configuration and speeds from above. For conditions different from those of the chart, apply relevant corrections. CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS Ident.: PER-TOF-TOC-12-10-00001714.0029001 / 28 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS Corrections are given for QNH ≠ 1 013 hPa, air conditioning ON, anti ice ON. 1. For the given wind and temperature conditions, read the maximum takeoff weight (choose the configuration giving the highest weight). 2. Apply the published weight correction(s) to the maximum takeoff weight (for each correction) to determine the maximum permissible takeoff weight. 3. Read the speeds associated with the maximum permissible takeoff weight by entering the chart with the retained configuration and wind value.

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EXAMPLE 1 DATA:

OAT = 25 °C Head Wind = 10 kt Air conditioning ON QNH = 1 013 hPa

Use the chart (Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART) Enter the 10 kt head wind column and interpolate for 25 °C, CONF 1+F, Maximum TO weight (1 000 kg) air conditioning OFF.............................................................82.1 Enter the 10 kt head wind column and interpolate for 25 °C, CONF 2, Maximum TO weight (1 000 kg) air conditioning OFF.............................................................82.1 Retain CONF 2 as takeoff configuration as the speeds are lower. Maximum TO weight (1 000 kg) air conditioning OFF.............................................................82.1 Air conditioning correction....................................................................................................... -1.8 (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS) Maximum permissible TO weight (1 000 kg) air conditioning ON........................................ = 80.3 Determine takeoff speeds for 80.3 (1 000 kg) in the 10 kt head wind column (CONF 2) V1 = 152 kt, VR = 153 kt, V2 = 158 kt CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS Ident.: PER-TOF-TOC-12-10-00001714.0030001 / 28 MAR 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS Corrections are given for QNH ≠ 1 013 hPa, air conditioning ON, anti ice ON. 1. For the given wind and temperature conditions, read the maximum takeoff weight (choose the configuration giving the highest weight). 2. Apply the published weight correction(s) to the maximum takeoff weight (for each correction) to determine the maximum permissible takeoff weight. 3. Read the speeds associated with the maximum permissible takeoff weight by entering the chart with the retained configuration and wind value. EXAMPLE 1 DATA:


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←C→

PER-TOF-TOC-12-10 P 2/12 30 MAY 13




Use the chart (Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART) Enter the 10 kt head wind column and interpolate for 25 °C, CONF 1+F, Maximum TO weight (1 000 kg) air conditioning OFF.............................................................82.1 Enter the 10 kt head wind column and interpolate for 25 °C, CONF 2, Maximum TO weight (1 000 kg) air conditioning OFF.............................................................82.1 Retain CONF 2 as takeoff configuration. Maximum TO weight (1 000 kg) air conditioning OFF.............................................................82.1 Air conditioning correction....................................................................................................... -2.2 (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS) Maximum permissible TO weight (1 000 kg) air conditioning ON........................................ = 79.9 Determine takeoff speeds for 79.9 (1 000 kg) in the 10 kt head wind column (CONF 2) V1 = 152 kt, VR = 153 kt, V2 = 158 kt CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS Ident.: PER-TOF-TOC-12-10-00001714.0045001 / 28 MAR 11 Applicable to: PK-GLH, PK-GLI

Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS Corrections are given for QNH ≠ 1 013 hPa, air conditioning ON, anti ice ON. 1. For the given wind and temperature conditions, read the maximum takeoff weight (choose the configuration giving the highest weight). 2. Apply the published weight correction(s) to the maximum takeoff weight (for each correction) to determine the maximum permissible takeoff weight. 3. Read the speeds associated with the maximum permissible takeoff weight by entering the chart with the retained configuration and wind value. EXAMPLE 1 DATA:


CTV A320 FLEET FCOM

←C→

PER-TOF-TOC-12-10 P 3/12 30 MAY 13




Use the chart (Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART) Enter the 10 kt head wind column and interpolate for 25 °C, CONF 1+F, Maximum TO weight (1 000 lb) air conditioning OFF............................................................181.0 Enter the 10 kt head wind column and interpolate for 25 °C, CONF 2, Maximum TO weight (1 000 lb) air conditioning OFF............................................................181.4 Retain CONF 2 as takeoff configuration. Maximum TO weight (1 000 lb) air conditioning OFF..........................................................181.45 Air conditioning correction....................................................................................................... -4.9 (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS) Maximum permissible TO weight (1 000 lb) air conditioning ON......................................= 176.55 Determine takeoff speeds for 176.55 (1 000 lb) in the 10 kt head wind column (CONF 2) V1 = 153 kt, VR = 154 kt, V2 = 158 kt CORRECTIONS FOR WET OR CONTAMINATED RUNWAYS Ident.: PER-TOF-TOC-12-10-00001715.0001001 / 28 JAN 11 Applicable to: ALL

(Refer to PER-TOF-CTA-10 GENERAL) CORRECTIONS PRODUCED ON THE RTOW CHART Ident.: PER-TOF-TOC-12-10-00005953.0004001 / 23 NOV 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

For example: Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART A description of this correction is given on Refer to PER-TOF-TOC-10-20 DESCRIPTION OF THE CORRECTIONS ON TAKEOFF CHART. The list of corrections is not exhaustive, however the most commonly used corrections are wet runway, QNH, air conditioning and/or anti ice. A maximum of three corrections can be produced on one chart. To apply the corrections, proceed as follows: 1. Enter the chart with given OAT and wind to determine the maximum takeoff weight before correction. 2. Apply the first correction: If OAT is less than or equal to TVMC (line 3), apply ΔW correction from line 1 and ΔV1/ΔVR/ΔV2 corrections from line 2. Else, (for OAT greater than TVMC), apply ΔW correction from line 3 and ΔV1/ΔVR/ΔV2 corrections from line 4. 3. To combine a second (and third, as applicable) correction: If OAT is less than or equal to TVMC (line 3), apply ΔW correction from line 1 and ΔV1/VR/ΔV2 corrections from line 2. CTV A320 FLEET FCOM

← C to E →

PER-TOF-TOC-12-10 P 4/12 30 MAY 13




Check that the resulting speeds are higher than the minimum speeds displayed on the RTOW chart and that V2 is higher than the VMU limited speed (Refer to PER-TOF-TOD-25-20 MINIMUM V2 LIMITED BY VMU/VMCA (KT IAS)). If OAT is higher than TVMC (line 3) or if the above speed check is not fulfilled, apply ΔW correction from line 3 and ΔV1/ΔVR/ΔV2 corrections from line 4. No speed check is required. Note:

‐ QNH correction is given for ±10 hPa . It is allowed to extrapolate linearly for greater QNH deviation. ‐ When using a takeoff chart with failure cases, it is not allowed to combine two failure cases. ‐ Corrections from the chart must be applied from top to bottom, i.e. in the RTOW on Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART, apply the wet correction first. ‐ If asterisk or dotted lines appear in the correction boxes, refer to more conservative corrections provided in the FCOM. ‐ No speed check is required for the first correction. However, if the first influence correction follows a conversative FCOM correction, a speed check is required.

EXAMPLE 2 DATA :

OAT = Head Wind = QNH = WET runway

25 °C 10 kt 1 028 hPa

Use the chart : Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART. • Enter the 10 kt head wind column and interpolate for 25 °C, CONF 1+F, max TO weight (1 000 kg).......................................................................................................82.1 • Enter the 10 kt head wind column and interpolate for 25 °C, CONF 2, max TO weight (1 000 kg).......................................................................................................82.1 • Retain CONF 2 for takeoff as the speeds are lower. • Read associated speeds as V1 = 156 kt, VR = 157 kt, V2 = 162 kt • Apply WET correction For OAT < TVMC (54 °C), ΔW =............................................................................................. -1.2 Intermediate weight (1 000 kg).............................................................................................= 80.9 Associated speeds, V1 = 156 kt - 10 = 146 kt VR = 157 kt - 1 = 156 kt V2 = 162 kt - 1 = 161 kt (No speed check required for first correction)

CTV A320 FLEET FCOM

←E→

PER-TOF-TOC-12-10 P 5/12 30 MAY 13




• Apply QNH correction For OAT < TVMC (54 °C), ΔW = 0.2 × 15/10 =.....................................................................+ 0.3 Maximum permissible takeoff weight (1 000 kg).................................................................. = 81.2 Associated speeds, V1 = 146 kt + 1 × 15/10 = 147 kt VR = 156 kt + 1 × 15/10 = 158 kt V2 = 161 kt + 1 × 15/10 = 163 kt • Check that the speeds are higher than minimum speeds from the chart and from VMU table.

TOW (RTOW) FCOM correction(s) Intermediate value WET Correction Intermediate value QNH Correction Final value

TOW

82.1 82.1 - 1.2 80.9 + 0.3 81.2

Takeoff Configuration : 2 V1 VR 156 156 -10 146 +1 147

157 157 -1 156 +2 158

V2

162 162 -1 161 +2 163

CORRECTIONS PRODUCED ON THE RTOW CHART Ident.: PER-TOF-TOC-12-10-00005953.0008001 / 23 NOV 11 Applicable to: PK-GLH, PK-GLI

For example: Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART A description of this correction is given on Refer to PER-TOF-TOC-10-20 DESCRIPTION OF THE CORRECTIONS ON TAKEOFF CHART. The list of corrections is not exhaustive, however the most commonly used corrections are wet runway, QNH, air conditioning and/or anti ice. A maximum of three corrections can be produced on one chart. To apply the corrections, proceed as follows: 1. Enter the chart with given OAT and wind to determine the maximum takeoff weight before correction. 2. Apply the first correction: If OAT is less than or equal to TVMC (line 3), apply ΔW correction from line 1 and ΔV1/ΔVR/ΔV2 corrections from line 2. Else, (for OAT greater than TVMC), apply ΔW correction from line 3 and ΔV1/ΔVR/ΔV2 corrections from line 4. 3. To combine a second (and third, as applicable) correction: If OAT is less than or equal to TVMC (line 3), apply ΔW correction from line 1 and ΔV1/VR/ΔV2 corrections from line 2.

CTV A320 FLEET FCOM

←E→

PER-TOF-TOC-12-10 P 6/12 30 MAY 13




Check that the resulting speeds are higher than the minimum speeds displayed on the RTOW chart and that V2 is higher than the VMU limited speed (Refer to PER-TOF-TOD-25-20 MINIMUM V2 LIMITED BY VMU/VMCA (KT IAS)). If OAT is higher than TVMC (line 3) or if the above speed check is not fulfilled, apply ΔW correction from line 3 and ΔV1/ΔVR/ΔV2 corrections from line 4. No speed check is required. Note:

‐ QNH correction is given for ±10 hPa . It is allowed to extrapolate linearly for greater QNH deviation. ‐ When using a takeoff chart with failure cases, it is not allowed to combine two failure cases. ‐ Corrections from the chart must be applied from top to bottom, i.e. in the RTOW on Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART, apply the wet correction first. ‐ If asterisk or dotted lines appear in the correction boxes, refer to more conservative corrections provided in the FCOM. ‐ No speed check is required for the first correction. However, if the first influence correction follows a conversative FCOM correction, a speed check is required.

EXAMPLE 2 DATA :

OAT = Head Wind = QNH = WET runway

25 °C 10 kt 1 028 hPa

Use the chart : Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART. • Enter the 10 kt head wind column and interpolate for 25 °C, CONF 1+F, max TO weight (1 000 lb)......................................................................................................181.0 • Enter the 10 kt head wind column and interpolate for 25 °C, CONF 2, max TO weight (1 000 lb)......................................................................................................181.4 • Retain CONF 2 for takeoff. • Read associated speeds as V1 = 157 kt, VR = 157 kt, V2 = 162 kt • Apply WET correction For OAT < TVMC (54 °C), ΔW =............................................................................................- 2.8 Intermediate weight (1 000 lb)............................................................................................= 178.6 Associated speeds, V1 = 157 kt - 10 = 147 kt VR = 157 kt - 1 = 156 kt V2 = 162 kt - 1 = 161 kt (No speed check required for first correction)

CTV A320 FLEET FCOM

←E→

PER-TOF-TOC-12-10 P 7/12 30 MAY 13




• Apply QNH correction For OAT < TVMC (54 °C), ΔW = 0.5 × 15/10 =.....................................................................+ 0.8 Maximum permissible takeoff weight (1 000 lb)................................................................. = 179.4 Associated speeds, V1 = 147 kt + 1 × 15/10 = 148 kt VR = 156 kt + 1 × 15/10 = 158 kt V2 = 161 kt + 1 × 15/10 = 163 kt • Check that the speeds are higher than minimum speeds from the chart and from VMU table.


TOW

181.4

Takeoff Configuration : 1 + F V1 VR 157 157

181.4 - 2.8 178.6 + 0.8 179.4

157 -10 147 +1 148

157 -1 156 +2 158

V2

162 162 -1 161 +2 163

COMBINING CORRECTIONS FROM FCOM AND CHART Ident.: PER-TOF-TOC-12-10-00005954.0026001 / 30 MAR 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

Proceed as follows: 1. Enter the chart with selected configuration, OAT and wind to read the maximum takeoff weight. 2. Apply corrections from FCOM to determine an intermediate weight. Interpolate associated speeds for intermediate weight in the same column (same wind and configuration). 3. Apply corrections from RTOW chart as explained above. EXAMPLE 3 DATA :

OAT = 25 °C Head wind = 10 kt Air conditioning ON QNH = 1 028 hPa WET runway

1. Use the chart (Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART). Enter the 10 kt head wind column and interpolate for 25 °C, CONF 1+F, Max TO weight (1 000 kg) air conditioning OFF..................................................................... 82.1 Enter the 10 kt head wind column and interpolate for 25 °C, CONF 2, Max TO weight (1 000 kg) air conditioning OFF..................................................................... 82.1

CTV A320 FLEET FCOM

← E to F →

PER-TOF-TOC-12-10 P 8/12 30 MAY 13




Retain CONF 2 for takeoff configuration. 2. First, apply the correction (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS). Max TO weight (1 000 kg) air conditioning OFF..................................................................... 82.1 Air conditioning correction....................................................................................................... - 2.2 Intermediate weight.............................................................................................................. = 79.9 Interpolate takeoff speeds for 79.9 (1 000 kg) in the 10 kt head wind column, V1 = 152 kt , VR = 153 kt , V2 = 158 kt 3. Apply WET correction For OAT < TVMC (54 °C), ΔW =............................................................................................. -1.2 Intermediate weight.............................................................................................................. = 78.7 Associated speeds, V1 = 152 kt - 10 = 142 kt VR = 153 kt - 1 = 152 kt V2 = 158 kt - 1 = 157 kt Check that the speeds are higher than minimum speeds from the chart and from VMU table Apply QNH correction For OAT < TVMC (54 °C), ΔW = 0.2 × 15/10 =......................................................................+0.3 Max permissible takeoff weight............................................................................................ = 79.0 Associated speed, V1 = 142 kt + 1 × 15/10 = 143 kt VR = 152 kt + 1 × 15/10 = 154 kt V2 = 157 kt + 1 × 15/10 = 159 kt Check that the speeds are higher than minimum speeds from the chart and from VMU table. (It is reminded that if the speed checks are not fulfilled, the corrections must be recalculated using those provided on lines 3 and 4). Since the speed check is fulfilled: Max permissible takeoff weight = 79.0 (1 000 kg) V1 = 143 kt, VR = 154 kt, V2 = 159 kt.


CTV A320 FLEET FCOM

TOW

Takeoff Configuration : 2 V1 VR

82.1 - 2.2 79.9 - 1.2 78.7 + 0.3 79.0

152 -10 142 +1 143

←F→

V2 153 -1 152 +2 154

158 -1 157 +2 159

PER-TOF-TOC-12-10 P 9/12 30 MAY 13




COMBINING CORRECTIONS FROM FCOM AND CHART Ident.: PER-TOF-TOC-12-10-00005954.0028001 / 30 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ



1. Use the chart (Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART). Enter the 10 kt head wind column and interpolate for 25 °C, CONF 1+F, Max TO weight (1 000 kg) air conditioning OFF..................................................................... 82.1 Enter the 10 kt head wind column and interpolate for 25 °C, CONF 2, Max TO weight (1 000 kg) air conditioning OFF..................................................................... 82.1 Retain CONF 2 for takeoff configuration as the speeds are lower. 2. First, apply the correction (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS). Max TO weight (1 000 kg) air conditioning OFF..................................................................... 82.1 Air conditioning correction....................................................................................................... - 1.8 Intermediate weight.............................................................................................................. = 80.3 Interpolate takeoff speeds for 80.3 (1 000 kg) in the 10 kt head wind column, V1 = 152 kt , VR = 153 kt , V2 = 158 kt 3. Apply WET correction For OAT < TVMC (54 °C), ΔW =............................................................................................. -1.2 Intermediate weight.............................................................................................................. = 79.1 Associated speeds, V1 = 152 kt - 10 = 142 kt VR = 153 kt - 1 = 152 kt V2 = 158 kt - 1 = 157 kt Check that the speeds are higher than minimum speeds from the chart and from VMU table Apply QNH correction For OAT < TVMC (54 °C), ΔW = 0.2 × 15/10 =......................................................................+0.3 Max permissible takeoff weight............................................................................................ = 79.4 Associated speed, CTV A320 FLEET FCOM

←F→

PER-TOF-TOC-12-10 P 10/12 30 MAY 13




V1 = 142 kt + 1 × 15/10 = 143 kt VR = 152 kt + 1 × 15/10 = 154 kt V2 = 157 kt + 1 × 15/10 = 159 kt Check that the speeds are higher than minimum speeds from the chart and from VMU table. (It is reminded that if the speed checks are not fulfilled, the corrections must be recalculated using those provided on lines 3 and 4). Since the speed check is fulfilled: Max permissible takeoff weight = 79.4 (1 000 kg) V1 = 143 kt, VR = 154 kt, V2 = 159 kt.


TOW

Takeoff Configuration : 2 V1 VR

82.1 - 1.8 80.3 - 1.2 79.1 + 0.3 79.4

152 -10 142 +1 143

V2 153 -1 152 +2 154

158 -1 157 +2 159

COMBINING CORRECTIONS FROM FCOM AND CHART Ident.: PER-TOF-TOC-12-10-00005954.0029001 / 30 MAR 11 Applicable to: PK-GLH, PK-GLI



1. Use the chart (Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART). Enter the 10 kt head wind column and interpolate for 25 °C, CONF 1+F, Max TO weight (1 000 lb) air conditioning OFF.................................................................. 181.05 Enter the 10 kt head wind column and interpolate for 25 °C, CONF 2, Max TO weight (1 000 lb) air conditioning OFF.................................................................. 181.45 CTV A320 FLEET FCOM

←F→

PER-TOF-TOC-12-10 P 11/12 30 MAY 13




Retain CONF 2 for takeoff configuration. 2. First, apply the correction (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS). Max TO weight (1 000 lb) air conditioning OFF.................................................................. 181.45 Air conditioning correction........................................................................................................ -4.9 Intermediate weight.......................................................................................................... = 176.55 Interpolate takeoff speeds for 176.55 (1 000 lb) in the 10 kt head wind column, V1 = 153 kt , VR = 154 kt , V2 = 158 kt 3. Apply WET correction For OAT < TVMC (54 °C), ΔW =............................................................................................. -2.8 Intermediate weight.......................................................................................................... = 173.75 Associated speeds, V1 = 153 kt - 10 = 143 kt VR = 154 kt - 1 = 153 kt V2 = 158 kt - 1 = 157 kt Check that the speeds are higher than minimum speeds from the chart and from VMU table Apply QNH correction For OAT < TVMC (54 °C), ΔW = 0.5 × 15/10 =......................................................................+0.7 Max permissible takeoff weight........................................................................................ = 174.45 Associated speed, V1 = 143 kt + 1 × 15/10 = 144 kt VR = 153 kt + 1 × 15/10 = 155 kt V2 = 157 kt + 1 × 15/10 = 159 kt Check that the speeds are higher than minimum speeds from the chart and from VMU table. (It is reminded that if the speed checks are not fulfilled, the corrections must be recalculated using those provided on lines 3 and 4). Since the speed check is fulfilled: Max permissible takeoff weight = 174.45 (1 000 lb) V1 = 144 kt, VR = 155 kt, V2 = 159 kt.


CTV A320 FLEET FCOM

TOW

Takeoff Configuration: 2 V1 VR

181.45 -4.9 176.55 -2.8 173.75 +0.7 174.45

153 -10 143 +1 144

←F

V2 154 -1 153 +2 155

158 -1 157 +2 159

PER-TOF-TOC-12-10 P 12/12 30 MAY 13




EXTRAPOLATION EXTRAPOLATION Ident.: PER-TOF-TOC-12-30-00001716.0002001 / 01 MAR 11 Applicable to: ALL

For a takeoff weight lower than those displayed on the chart, associated speeds are calculated as follows : 1. For given configuration and wind, note the speeds associated with the takeoff weight in the row displaying the highest permissible temperature. 2. Apply speed corrections provided at the bottom of the RTOW chart to V1, VR and V2 limited to the minimum speeds.

CTV A320 FLEET FCOM

A

PER-TOF-TOC-12-30 P 1/2 20 OCT 11





CTV A320 FLEET FCOM

PER-TOF-TOC-12-30 P 2/2 20 OCT 11




MAXIMUM STRUCTURAL TAKEOFF WEIGHT MAXIMUM STRUCTURAL TAKEOFF WEIGHT Ident.: PER-TOF-TOC-12-40-00001717.0001001 / 18 MAR 11 Applicable to: ALL

The maximum structural takeoff weight is a weight limitation depending on the aircraft. This limitation is provided in the Flight Manual and in Refer to LIM-11 Weight Limitations. Compare the maximum structural takeoff weight to the maximum permissible takeoff weight computed for given conditions and retain the lower of the two values.

CTV A320 FLEET FCOM

A

PER-TOF-TOC-12-40 P 1/2 19 JUL 11





CTV A320 FLEET FCOM

PER-TOF-TOC-12-40 P 2/2 19 JUL 11




SUMMARY SUMMARY Ident.: PER-TOF-TOC-12-50-00006313.0001001 / 11 MAR 11 Applicable to: ALL

The following flow diagram gives the different steps to follow.

CTV A320 FLEET FCOM

A

PER-TOF-TOC-12-50 P 1/2 20 OCT 11





CTV A320 FLEET FCOM

PER-TOF-TOC-12-50 P 2/2 20 OCT 11



TAKEOFF CHARTS - FLEXIBLE TAKEOFF (TEMPERATURE ENTRY)

DETERMINATION OF FLEXIBLE TAKEOFF TEMPERATURE AND SPEEDS GENERAL Ident.: PER-TOF-TOC-14-10-00001722.0002001 / 17 MAR 11 Applicable to: ALL

Before determining the flexible temperature, calculate the maximum permissible takeoff weight (see previous section) and ensure that the actual takeoff weight is lower than the determined maximum takeoff weight. • Enter the RTOW chart with the wind condition to interpolate for the actual takeoff weight. Read the flexible temperature in the temperature column corresponding to the actual weight. • Repeat this process for the other configuration available. Select the configuration giving the highest flexible temperature. CORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONS Ident.: PER-TOF-TOC-14-10-00001723.0001001 / 28 JAN 11 Applicable to: ALL

When the takeoff conditions are different from those provided on the chart, apply the associated corrections. Note:

If the RTOW chart is based on the CG being at 25 %, the crew can determine the flexible temperature at a more forward CG by decreasing the flexible temperature by 2 °C. V1, VR and V2 must be increased by 1 kt. CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS

Ident.: PER-TOF-TOC-14-10-00001724.0288001 / 31 MAR 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS Corrections are given for QNH ≠ 1 013 hPa , air conditioning ON, anti ice ON. 1. For a given takeoff weight, wind condition and selected configuration, determine the flexible temperature. Retain the takeoff speeds associated with the actual weight. 2. Apply the published temperature correction. To combine two or more corrections, add the different corrections and apply to temperature value. (No speed corrections required).

CTV A320 FLEET FCOM

A to C →

PER-TOF-TOC-14-10 P 1/12 30 MAY 13




EXAMPLE 4 DATA :

Actual takeoff weight = 76 000 kg Head wind = 10 kt Air conditioning ON QNH = 1 013 hPa Use the chart Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART. Determine the maximum permissible takeoff weight (Refer to PER-TOF-TOC-12-10 CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS). The actual weight being lower than the maximum one, flexible takeoff is possible. Enter the 10 kt head wind column and interpolate for 76 000 kg, CONF 1 + F, Flexible temperature.............................................................................................................. 52 °C Enter the 10 kt head wind column and interpolate for 76 000 kg, CONF 2, Flexible temperature.............................................................................................................. 52 °C Retain CONF 2 for takeoff configuration. Takeoff speeds are V1 = 150 kt, VR = 150 kt, V2 = 155 kt Flexible temperature with air conditioning OFF.....................................................................52 °C Air conditioning correction .....................................................................................................-7 °C Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS Maximum flexible temperature........................................................................................... = 45 °C CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS Ident.: PER-TOF-TOC-14-10-00001724.0287001 / 31 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS Corrections are given for QNH ≠ 1 013 hPa , air conditioning ON, anti ice ON. 1. For a given takeoff weight, wind condition and selected configuration, determine the flexible temperature. Retain the takeoff speeds associated with the actual weight. 2. Apply the published temperature correction. To combine two or more corrections, add the different corrections and apply to temperature value. (No speed corrections required). EXAMPLE 4 DATA :

Actual takeoff weight = 76 000 kg Head wind = 10 kt Air conditioning ON QNH = 1 013 hPa Use the chart Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART. CTV A320 FLEET FCOM

←C→

PER-TOF-TOC-14-10 P 2/12 30 MAY 13




Determine the maximum permissible takeoff weight (Refer to PER-TOF-TOC-12-10 CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS). The actual weight being lower than the maximum one, flexible takeoff is possible. Enter the 10 kt head wind column and interpolate for 76 000 kg, CONF 1 + F, Flexible temperature.............................................................................................................. 52 °C Enter the 10 kt head wind column and interpolate for 76 000 kg, CONF 2, Flexible temperature.............................................................................................................. 52 °C Retain CONF 2 for takeoff configuration as the speeds are lower. Takeoff speeds are V1 = 150 kt, VR = 150 kt, V2 = 155 kt Flexible temperature with air conditioning OFF.....................................................................52 °C Air conditioning correction .....................................................................................................-3 °C Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS Maximum flexible temperature........................................................................................... = 49 °C CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS Ident.: PER-TOF-TOC-14-10-00001724.0532001 / 31 MAR 11 Applicable to: PK-GLH, PK-GLI

CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS Corrections are given for QNH ≠ 1 013 hPa , air conditioning ON, anti ice ON. 1. For a given takeoff weight, wind condition and selected configuration, determine the flexible temperature. Retain the takeoff speeds associated with the actual weight. 2. Apply the published temperature correction. To combine two or more corrections, add the different corrections and apply to temperature value. (No speed corrections required). EXAMPLE 4 DATA :

Actual takeoff weight = 180 000 lb Head wind = 10 kt Air conditioning ON QNH = 1 013 hPa Use the chart Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART. Determine the maximum permissible takeoff weight (Refer to PER-TOF-TOC-12-10 CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS). The actual weight being lower than the maximum one, flexible takeoff is possible. Enter the 10 kt head wind column and interpolate for 180 000 lb, CONF 1 + F, Flexible temperature.............................................................................................................. 33 °C Enter the 10 kt head wind column and interpolate for 180 000 lb, CONF 2, Flexible temperature.............................................................................................................. 36 °C CTV A320 FLEET FCOM

←C→

PER-TOF-TOC-14-10 P 3/12 30 MAY 13




Retain CONF 2 for takeoff configuration. Takeoff speeds are V1 = 155 kt, VR = 155 kt, V2 = 160 kt Flexible temperature with air conditioning OFF.....................................................................36 °C Air conditioning correction .....................................................................................................-3 °C Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS Maximum flexible temperature........................................................................................... = 33 °C CORRECTIONS FOR WET RUNWAY Ident.: PER-TOF-TOC-14-10-00001725.0001001 / 28 JAN 11 Applicable to: ALL

CORRECTIONS FOR WET RUNWAY (Refer to PER-TOF-CTA-10 GENERAL) CORRECTIONS PRODUCED ON THE RTOW CHART Ident.: PER-TOF-TOC-14-10-00012739.0007001 / 06 APR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A description of this correction is given on Refer to PER-TOF-TOC-10-20 DESCRIPTION OF THE CORRECTIONS ON TAKEOFF CHART. The list of corrections is not exhaustive, however the most commonly used corrections are wet runway, QNH, air conditioning and/or anti-icing. A maximum of three corrections can be produced on one chart. To apply the correction, proceed as follows: 1. Enter the chart with wind and selected configuration. Interpolate for actual takeoff weight. Read flexible temperature associated with this weight. 2. Apply the first correction: If the flexible temperature is less than or equal to TVMC (line 3), apply ΔTflex correction from line 1 and apply speed corrections (ΔV1/ΔVR/ΔV2) from line 2. Else, (flexible temperature greater than TVMC), apply ΔTflex from line 3 and ΔV1/ ΔVR/ ΔV2 corrections from line 4. Check V2 against VMU limitation (Refer to PER-TOF-TOD-25-20 MINIMUM V2 LIMITED BY VMU/VMCA (KT IAS)). If V2 is lower than V2 limited by VMU, flexible takeoff is not possible. Set TOGA thrust and retain the speeds associated with maximum permissible takeoff weight or the speeds read in the chart of the actual weight if they are all lower. No speed correction is required for QNH and bleeds influence (Not applicable to maximum takeoff weight determination).

CTV A320 FLEET FCOM

← C to E →

PER-TOF-TOC-14-10 P 4/12 30 MAY 13




3. To combine a second and/or a third correction, proceed as per point 2. 4. Check that the final flexible temperature is: ‐ higher than OAT and TREF ‐ limited to TMAXFLEX If the check is fulfilled, retain final flexible temperature as the one to be inserted in the MCDU. If the check is not fulfilled, (final flexible temperature lower than OAT or TREF), no flexible takeoff is possible. Use TOGA thrust and retain speeds that have been calculated for the maximum permissible takeoff weight. (Refer to PER-TOF-TOC-14-20 FLEXIBLE TAKEOFF NOT POSSIBLE) Note:

‐ QNH correction is given for ±10 hPa. It is allowed to extrapolate linearly for greater QNH deviation. ‐ Corrections from the chart must be applied from top to bottom, i.e. in the RTOW on Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART, apply the wet influence first.

Note:

‐ When the flexible temperature is higher than TVMC, it is allowed to limit the flexible temperature to TVMC and apply only corrections from lines 1 and 2. ‐ If asterisk or dotted lines appear in the correction boxes, refer to more conservative corrections provided in the FCOM.

EXAMPLE 5 DATA

:

Actual = 76 000 kg takeoff weight Head = 10 kt wind QNH = 1 028 hPa WET runway Air conditioning OFF Use the chart from Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART. Determine the maximum permissible takeoff weight (see example 2). The actual weight being lower than the maximum one, flexible takeoff is possible. Enter the10 kt head wind column and interpolate for 76 000 kg, CONF 1 + F, Flexible temperature.................................................................................................................. 52 °C Enter the 10 kt head wind column and interpolate for 76 000 kg, CONF 2, Flexible temperature.................................................................................................................. 52 °C Equivalent performance is obtained from the two different configurations. Retain CONF 2 as the speeds are lower. Takeoff speeds are V1 = 149 kt, VR = 150 kt, V2 = 155 kt Apply WET correction For flexible temperature < TVMC (54 °C), ΔTflex =...................................................................-2 °C CTV A320 FLEET FCOM

←E→

PER-TOF-TOC-14-10 P 5/12 30 MAY 13




Intermediate flex temperature................................................................................................ = 50 °C Associated speeds, V1 = 149 kt – 10 = 139 kt VR = 150 kt – 1= 149 kt V2 = 150 kt – 1 = 154 kt Check V2 against VMU limitation Refer to PER-TOF-TOD-25-20 MINIMUM V2 LIMITED BY VMU/VMCA (KT IAS) Apply QNH correction For flex temperature < TVMC (54 °C), ΔTflex =......................................................................... 0 °C Maximum flexible temperature............................................................................................... = 50 °C Check that OAT/TREF < flex temperature ≤ TMAXFLEX No speed correction. Takeoff speeds are V1 = 139 kt, VR = 149 kt, V2 = 154 kt Tflex

Chart temperature FCOM correction(s) Intermediate value WET Correction Intermediate value QNH Correction Final value

52

Takeoff Configuration: 1 + F V1 VR 149 150

V2

155

52

149

150

155

50

139

149

154

50

139

149

154

-2 0

-10

-1

0

0

-1 0

CORRECTIONS PRODUCED ON THE RTOW CHART Ident.: PER-TOF-TOC-14-10-00012739.0008001 / 06 APR 11 Applicable to: PK-GLH, PK-GLI

A description of this correction is given on Refer to PER-TOF-TOC-10-20 DESCRIPTION OF THE CORRECTIONS ON TAKEOFF CHART. The list of corrections is not exhaustive, however the most commonly used corrections are wet runway, QNH, air conditioning and/or anti-icing. A maximum of three corrections can be produced on one chart. To apply the correction, proceed as follows: 1. Enter the chart with wind and selected configuration. Interpolate for actual takeoff weight. Read flexible temperature associated with this weight. 2. Apply the first correction: If the flexible temperature is less than or equal to TVMC (line 3), apply ΔTflex correction from line 1 and apply speed corrections (ΔV1/ΔVR/ΔV2) from line 2. Else, (flexible temperature greater than TVMC), apply ΔTflex from line 3 and ΔV1/ ΔVR/ ΔV2 corrections from line 4. CTV A320 FLEET FCOM

←E→

PER-TOF-TOC-14-10 P 6/12 30 MAY 13




Check V2 against VMU limitation (Refer to PER-TOF-TOD-25-20 MINIMUM V2 LIMITED BY VMU/VMCA (KT IAS)). If V2 is lower than V2 limited by VMU, flexible takeoff is not possible. Set TOGA thrust and retain the speeds associated with maximum permissible takeoff weight or the speeds read in the chart of the actual weight if they are all lower. No speed correction is required for QNH and bleeds influence (Not applicable to maximum takeoff weight determination). 3. To combine a second and/or a third correction, proceed as per point 2. 4. Check that the final flexible temperature is: ‐ higher than OAT and TREF ‐ limited to TMAXFLEX If the check is fulfilled, retain final flexible temperature as the one to be inserted in the MCDU. If the check is not fulfilled, (final flexible temperature lower than OAT or TREF), no flexible takeoff is possible. Use TOGA thrust and retain speeds that have been calculated for the maximum permissible takeoff weight. (Refer to PER-TOF-TOC-14-20 FLEXIBLE TAKEOFF NOT POSSIBLE) Note:

‐ QNH correction is given for ±10 hPa. It is allowed to extrapolate linearly for greater QNH deviation. ‐ Corrections from the chart must be applied from top to bottom, i.e. in the RTOW on Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART, apply the wet influence first.

Note:


EXAMPLE 5 DATA

:

Actual = 180 000 lb takeoff weight Head = 10 kt wind QNH = 1 028 hPa WET runway Air conditioning OFF Use the chart from Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART. Determine the maximum permissible takeoff weight (see example 2). The actual weight being lower than the maximum one, flexible takeoff is possible. Enter the10 kt head wind column and interpolate for 180 000 lb, CONF 1 + F, Flexible temperature.................................................................................................................. 32 °C Enter the10 kt head wind column and interpolate for 180 000 lb, CONF 2, CTV A320 FLEET FCOM

←E→

PER-TOF-TOC-14-10 P 7/12 30 MAY 13




Flexible temperature.................................................................................................................. 36 °C Equivalent performance is obtained from the two different configurations. Retain CONF 2 as the speeds are lower. Takeoff speeds are V1 = 155 kt, VR = 155 kt, V2 = 160 kt Apply WET correction For flexible temperature < TVMC (54 °C), ΔTflex =...................................................................-2 °C Intermediate flex temperature................................................................................................ = 34 °C Associated speeds, V1 = 155 kt – 10 = 145 kt VR = 155 kt – 1 = 154 kt V2 = 160 kt – 1 = 159 kt Check V2 against VMU limitation on FCOM Refer to PER-TOF-TOD-25-20 MINIMUM V2 LIMITED BY VMU/VMCA (KT IAS). Apply QNH correction For flex temperature < TVMC (54 °C), ΔTflex =......................................................................... 0 °C Maximum flexible temperature............................................................................................... = 34 °C Check that OAT/TREF < flex temperature ≤ TMAXFLEX No speed correction. Takeoff speeds are V1 = 145 kt, VR = 154 kt, V2 = 159 kt Chart temperature FCOM correction(s) Intermediate value WET Correction Intermediate value QNH Correction Final value

Tflex

36


V2

160

36

155

155

160

34

145

154

159

34

145

154

159

-2 0

-10

-1

0

0

-1 0


1. Apply corrections from FCOM (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS). 2. Apply corrections from the RTOW chart. Apply speed corrections except for QNH and bleed influences.

CTV A320 FLEET FCOM

← E to F →

PER-TOF-TOC-14-10 P 8/12 30 MAY 13




EXAMPLE 6 DATA:

Actual takeoff weight = 76 000 kg Head wind = 10 kt Air conditioning ON QNH = 1 028 hPa WET runway Use the chart (Refer to PER-TOF-TOC-10-20 DESCRIPTION OF THE CORRECTIONS ON TAKEOFF CHART). Determine the maximum permissible takeoff weight (Refer to PER-TOF-TOC-12-10 COMBINING CORRECTIONS FROM FCOM AND CHART: example 3). The actual weight being lower than the maximum one, flexible takeoff is possible. Enter the 10 kt head wind column and interpolate for 76 000 kg, CONF 1 + F, Flexible temperature.................................................................................................................. 52 °C Enter the 10 kt head wind column and interpolate for 76 000 kg, CONF 2, Flexible temperature.................................................................................................................. 52 °C Retain CONF 2 for takeoff configuration as the speeds are lower. Takeoff speeds are V1 = 150 kt, VR = 150 kt, V2 = 155 kt First, apply the correction (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS). Flexible temperature with air conditioning OFF.........................................................................52 °C Air conditioning correction.......................................................................................................... -3 °C Intermediate flexible temperature...........................................................................................= 49 °C No speed correction. Apply WET correction For flexible temperature < TVMC (54 °C), ΔTflex = ..................................................................-1 °C Intermediate flex temperature................................................................................................ = 48 °C Associated speeds, V1 = 150 kt - 5 = 145 kt VR = 150 kt - 1 = 149 kt V2 = 155 kt - 1 = 154 kt Check V2 against VMU limitation on Refer to PER-TOF-TOD-25-20 MINIMUM V2 LIMITED BY VMU/VMCA (KT IAS). Apply QNH correction For flexible temperature < TVMC (54 °C), ΔTflex =....................................................................0 °C Maximum flexible temperature............................................................................................... = 48 °C Check that OAT/TREF < flex temperature ≤ TMAXFLEX No speed correction. Takeoff speeds are V1 = 145 kt, VR = 149 kt, V2 = 154 kt

CTV A320 FLEET FCOM

←F→

PER-TOF-TOC-14-10 P 9/12 30 MAY 13




TAKEOFF CHARTS - FLEXIBLE TAKEOFF (TEMPERATURE ENTRY) Tflex

52

-3

Takeoff Configuration : 1 + F V1 VR 150 150 0

V2

0

155 0

49

150

150

155

49

145

149

154

49

145

149

154

0 0

-5

-1

0

0

-1 0


1. Apply corrections from FCOM (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS). 2. Apply corrections from the RTOW chart. Apply speed corrections except for QNH and bleed influences. EXAMPLE 6 DATA:

Actual takeoff weight = 76 000 kg Head wind = 10 kt Air conditioning ON QNH = 1 028 hPa WET runway Use the chart (Refer to PER-TOF-TOC-10-20 DESCRIPTION OF THE CORRECTIONS ON TAKEOFF CHART). Determine the maximum permissible takeoff weight (Refer to PER-TOF-TOC-12-10 COMBINING CORRECTIONS FROM FCOM AND CHART: example 3). The actual weight being lower than the maximum one, flexible takeoff is possible. Enter the 10 kt head wind column and interpolate for 76 000 kg, CONF 1 + F, Flexible temperature.................................................................................................................. 52 °C Enter the 10 kt head wind column and interpolate for 76 000 kg, CONF 2, Flexible temperature.................................................................................................................. 52 °C Retain CONF 2 for takeoff configuration. Takeoff speeds are V1 = 150 kt, VR = 150 kt, V2 = 155 kt First, apply the correction (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS). Flexible temperature with air conditioning OFF.........................................................................52 °C Air conditioning correction.......................................................................................................... -7 °C Intermediate flexible temperature...........................................................................................= 45 °C No speed correction. Apply WET correction CTV A320 FLEET FCOM

←F→

PER-TOF-TOC-14-10 P 10/12 30 MAY 13




For flexible temperature < TVMC (54 °C), ΔTflex = ..................................................................-1 °C Intermediate flex temperature................................................................................................ = 44 °C Associated speeds, V1 = 150 kt - 5 = 145 kt VR = 150 kt - 1 = 149 kt V2 = 155 kt - 1 = 154 kt Check V2 against VMU limitation on Refer to PER-TOF-TOD-25-20 MINIMUM V2 LIMITED BY VMU/VMCA (KT IAS). Apply QNH correction For flexible temperature < TVMC (54 °C), ΔTflex =....................................................................0 °C Maximum flexible temperature............................................................................................... = 44 °C Check that OAT/TREF < flex temperature ≤ TMAXFLEX No speed correction. Takeoff speeds are V1 = 145 kt, VR = 149 kt, V2 = 154 kt Tflex


52

-7

Takeoff Configuration : 1 + F V1 VR 150 150 0

V2

0

155 0

45

150

150

155

44

145

149

154

44

145

149

154

-1 0

-5

-1

0

0

-1 0


1. Apply corrections from FCOM (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS). 2. Apply corrections from the RTOW chart. Apply speed corrections except for QNH and bleed influences. EXAMPLE 6 DATA:

Actual takeoff weight = 180 000 lb Head wind = 10 kt Air conditioning ON QNH = 1 028 hPa WET runway Use the chart (Refer to PER-TOF-TOC-10-20 DESCRIPTION OF THE CORRECTIONS ON TAKEOFF CHART). Determine the maximum permissible takeoff weight (Refer to CTV A320 FLEET FCOM

←F→

PER-TOF-TOC-14-10 P 11/12 30 MAY 13




PER-TOF-TOC-12-10 COMBINING CORRECTIONS FROM FCOM AND CHART: example 3). The actual weight being lower than the maximum one, flexible takeoff is possible. Enter the 10 kt head wind column and interpolate for 180 000 lb , CONF 1 + F, Flexible temperature.................................................................................................................. 33 °C Enter the 10 kt head wind column and interpolate for 180 000 lb, CONF 2, Flexible temperature.................................................................................................................. 36 °C Retain CONF 2 for takeoff configuration. Takeoff speeds are V1 = 155 kt, VR = 155 kt, V2 = 160 kt First, apply the correction (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS). Flexible temperature with air conditioning OFF.........................................................................36 °C Air conditioning correction.......................................................................................................... -7 °C Intermediate flexible temperature...........................................................................................= 29 °C No speed correction. Apply WET correction For flexible temperature < TVMC (54 °C), ΔTflex = ..................................................................-2 °C Intermediate flex temperature................................................................................................ = 27 °C Associated speeds, V1 = 155 kt - 10 = 145 kt VR = 155 kt - 1 = 154 kt V2 = 160 kt - 1= 159 kt Since speed correction on V2 is 0, no V2 check against VMU limitation is necessary. Apply QNH correction For flexible temperature < TVMC (54 °C), ΔTflex =....................................................................0 °C Maximum flexible temperature............................................................................................... = 27 °C Check that OAT/TREF < flex temperature ≤ TMAXFLEX No speed correction. Takeoff speeds are V1 = 145 kt, VR = 154 kt, V2 = 159 kt Chart temperature FCOM correction(s) Intermediate value WET Correction Intermediate value QNH Correction Final value

CTV A320 FLEET FCOM

Tflex

36

-7

Takeoff Configuration : 2 V1 VR 155 155 0

0

V2

160 0

29

155

155

160

27

145

154

159

27

145

154

159

-2 0

←F

-10 0

-1 0

-1 0

PER-TOF-TOC-14-10 P 12/12 30 MAY 13




FLEXIBLE TAKEOFF NOT POSSIBLE FLEXIBLE TAKEOFF NOT POSSIBLE Ident.: PER-TOF-TOC-14-20-00001726.0001001 / 16 MAR 11 Applicable to: ALL

In some cases when the actual takeoff weight is lower than the maximum permissible one but no flexible takeoff possible (that is flexible temperature lower than TREF or OAT) : ‐ It is mandatory to use TOGA thrust ‐ You can retain the speeds that have been calculated for the maximum permissible takeoff weight; OR ‐ You can retain the speeds associated with the actual takeoff weight provided they are all lower than the speeds calculated for the maximum permissible takeoff weight.

CTV A320 FLEET FCOM

A

PER-TOF-TOC-14-20 P 1/2 19 JUL 11





CTV A320 FLEET FCOM

PER-TOF-TOC-14-20 P 2/2 19 JUL 11





The flow diagram gives the different steps to follow.

CTV A320 FLEET FCOM

A→

PER-TOF-TOC-14-30 P 1/2 20 OCT 11



CTV A320 FLEET FCOM


←A

PER-TOF-TOC-14-30 P 2/2 20 OCT 11



TAKEOFF CHARTS - GENERAL (WEIGHT ENTRY)

TAKEOFF PERFORMANCE TAKEOFF PERFORMANCE Ident.: PER-TOF-TOC-16-10-00001727.0001001 / 01 MAR 11 Applicable to: ALL

Takeoff optimization is calculated for a given runway and its obstacles and for given conditions of flap setting, temperature, wind and QNH. The calculation produces a maximum permissible takeoff weight (or a maximum takeoff temperature for an actual weight). The takeoff thrust produced by the engine varies as follows :

The optimization process calculates the speeds which will produce the maximum takeoff weight. To do so, it takes into account the different takeoff limitations such as TOD, ASD, TOR, second segment..., as shown on the charts below.

On a typical runway, the performance of a twin engine aircraft, is generally limited by the one engine out operation at takeoff. The optimum V2/VS and optimum V1/VR are consequently unique.

CTV A320 FLEET FCOM

A

PER-TOF-TOC-16-10 P 1/2 19 JUL 11





CTV A320 FLEET FCOM

PER-TOF-TOC-16-10 P 2/2 19 JUL 11




TAKEOFF CHART DESCRIPTION GENERAL Ident.: PER-TOF-TOC-16-20-00001728.0003001 / 28 FEB 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

The takeoff chart (RTOW : Regulatory Takeoff Weight) is calculated for a specific aircraft version and for a particular runway specified at the top of the chart. The top of the chart also gives some information about the runway and lists the calculation assumptions. The chart is given for 2 different configurations and 4 wind values per configuration. This allows the crew to select the configuration that gives either : ‐ the highest permissible takeoff weight, or, for a given weight, ‐ the highest flexible temperature. If different configurations give equivalent performance, the crew should select the configuration associated with the lowest takeoff speeds. The left column of the chart contains weight entry. For each weight entry (and for a given configuration and wind), the chart provides the following information :

Note:

The takeoff weight is the sum of the weight entry and the delta weight.

The available limitation codes are : ‐ First segment ‐ Second segment ‐ Runway length ‐ Obstacles ‐ Tire speed ‐ Brake energy ‐ Maximum computation weight ‐ Final takeoff ‐ VMU CTV A320 FLEET FCOM

: : : : : : : : :

A→

1 2 3 4 5 6 7 8 9 PER-TOF-TOC-16-20 P 1/4 30 MAY 13




GENERAL Ident.: PER-TOF-TOC-16-20-00001728.0004001 / 10 DEC 09 Applicable to: PK-GLH, PK-GLI

The takeoff chart (RTOW : Regulatory Takeoff Weight) is calculated for a specific aircraft version and for a particular runway specified at the top of the chart. The top of the chart also gives some information about the runway and lists the calculation assumptions. The chart is given for 2 different configurations and 4 wind values per configuration. This allows the crew to select the configuration that gives either : ‐ the highest permissible takeoff weight, or, for a given weight, ‐ the highest flexible temperature. If different configurations give equivalent performance, the crew should select the configuration associated with the lowest takeoff speeds. The left column of the chart contains weight entry. For each weight entry (and for a given configuration and wind), the chart provides the following information :

Note:

The takeoff weight is the sum of the weight entry and the delta weight.


CTV A320 FLEET FCOM

: : : : : : : : :

←A

1 2 3 4 5 6 7 8 9

PER-TOF-TOC-16-20 P 2/4 30 MAY 13




CORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONS Ident.: PER-TOF-TOC-16-20-00001729.0105001 / 04 MAR 11 Applicable to: ALL

Each takeoff chart is computed for a given set of conditions (air conditioning, QNH, anti ice...) specified at the top of the chart. If the actual takeoff conditions are different, the crew must apply corrections. Two types of corrections are available : ‐ Conservative corrections (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS) (to be used when not provided on the chart). ‐ Corrections (less restrictive) listed on the chart, to be applied as explained below. Note:

If the RTOW chart is based on the CG being at 25 %, the crew can find the takeoff performance at a more forward CG by decreasing the takeoff weight by 1 000 kg (2 200 lb) and increasing V1, VR and V2 by 1 kt. DESCRIPTION OF THE CORRECTIONS ON TAKEOFF CHART


The corrections are presented on 4 lines :

TVMC is a temperature value given per column. This is a fictitious value that indicates the temperature above which the speeds are close to a VMC limitation or are VMC limited. Note:

The lower two lines may be shaded on certain chart formats. MINIMUM SPEED


Minimum V1/VR/V2 due to VMC are provided on the bottom right side of the takeoff chart. They are only applicable in case of speed corrections.

CTV A320 FLEET FCOM

B to D →

PER-TOF-TOC-16-20 P 3/4 30 MAY 13




These speeds are conservative. They may be slightly higher than V1/VR/V2 displayed on the takeoff chart.

CTV A320 FLEET FCOM

←D

PER-TOF-TOC-16-20 P 4/4 30 MAY 13




ADDITIONAL INFORMATION ONE ENGINE OUT CLIMB PROCEDURE Ident.: PER-TOF-TOC-16-30-00001730.0001001 / 10 DEC 09 Applicable to: ALL

The performance given in the chart is consistent with the flight path specified for the aircraft with one engine out and takes into account significant obstacles. When the procedure to be followed is not the standard instrument departure, the chart describes a specific procedure (EOSID). When the specified procedure requires a turn, except if otherwise stated on the RTOW chart, the turn should be performed with a maximum bank of 15 ° until the aircraft reaches 1 500 ft or until green dot. The acceleration height (or altitude) ensures that the net flight path clears the highest obstacle by at least 35 ft when accelerating in level flight to green dot speed after an engine failure, in the most adverse conditions. TAKEOFF ON A WET RUNWAY Ident.: PER-TOF-TOC-16-30-00001731.0002001 / 10 DEC 09 Applicable to: ALL

Takeoff charts computed for wet runway with a 15 ft screen height and/or use of reverse thrust may produce, in some conditions, a maximum takeoff weight (or flexible temperature) higher than that obtained for a dry runway. It is thus mandatory to compare both charts (dry and wet) and retain the lower of the two weights (or flexible temperature) and the associated speeds determined for a wet runway. Note:

The crew need not compare the charts if the top of the wet runway chart specifies “DRY CHECK”. (The comparison has already been inserted in the WET runway calculation).

CTV A320 FLEET FCOM

A to B

PER-TOF-TOC-16-30 P 1/10 30 MAY 13




RTOW CHARTS - COMPLEMENTARY INFORMATION Ident.: PER-TOF-TOC-16-30-00001732.0003001 / 28 FEB 11 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

C→

PER-TOF-TOC-16-30 P 2/10 30 MAY 13



CTV A320 FLEET FCOM


←C→

PER-TOF-TOC-16-30 P 3/10 30 MAY 13



CTV A320 FLEET FCOM


←C→

PER-TOF-TOC-16-30 P 4/10 30 MAY 13




RTOW CHARTS - COMPLEMENTARY INFORMATION Ident.: PER-TOF-TOC-16-30-00001732.0002001 / 10 DEC 09 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

←C→

PER-TOF-TOC-16-30 P 5/10 30 MAY 13



CTV A320 FLEET FCOM


←C→

PER-TOF-TOC-16-30 P 6/10 30 MAY 13



CTV A320 FLEET FCOM


←C

PER-TOF-TOC-16-30 P 7/10 30 MAY 13




RTOW EXAMPLE Ident.: PER-TOF-TOC-16-30-00001733.0013001 / 10 DEC 09 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

D→

PER-TOF-TOC-16-30 P 8/10 30 MAY 13




RTOW EXAMPLE Ident.: PER-TOF-TOC-16-30-00001733.0014001 / 10 DEC 09 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

←D

PER-TOF-TOC-16-30 P 9/10 30 MAY 13





CTV A320 FLEET FCOM

PER-TOF-TOC-16-30 P 10/10 30 MAY 13



TAKEOFF CHARTS - MTOW CALCULATION (WEIGHT ENTRY)

DETERMINATION OF MAXIMUM TAKEOFF WEIGHT AND SPEEDS GENERAL Ident.: PER-TOF-TOC-18-10-00001734.0002001 / 10 DEC 09 Applicable to: ALL

The takeoff chart is computed for a given runway under a set of conditions, which are : ‐ OAT ‐ Wind ‐ Configuration ‐ QNH, air conditioning, anti ice... Two configurations are produced on the chart. This enables the crew to select that giving the highest permissible takeoff weight. In case of equivalent performance, retain the configuration giving the lower takeoff speeds. MTOW DETERMINATION Ident.: PER-TOF-TOC-18-10-00013648.0002001 / 01 MAR 11 Applicable to: ALL

Enter the chart with the given configuration and actual wind column reading the temperature value. This temperature value stands for the OAT. Read the maximum takeoff weight corresponding to the actual OAT. Note that it is allowed to interpolate between two consecutive lines to obtain the maximum takeoff weight. It is reminded that the takeoff weight is the sum of the weight entry and the delta weight. Similarly determine the takeoff speeds associated with the maximum takeoff weight. In some cases, it may happen that the first temperature value (displayed for the highest weight entry) is higher than OAT. In this case, it is allowed to extrapolate the weight value to avoid unnecessary penalty. Use the Grad 1/Grad 2 gradients provided at the bottom of the corresponding column. CORRECTION TO WEIGHT Grad 1/Grad 2 are gradients provided for both sides of the flat rating temperature (TREF). Grad 1 applies to temperatures below TREF and Grad 2 applies above TREF. Read the lowest temperature of the column (corresponding to the highest weight entry).

CTV A320 FLEET FCOM

A to B →

PER-TOF-TOC-18-10 P 1/14 30 MAY 13




 If the lowest temperature and OAT are above TREF. Obtain weight increment by multiplying Grad 2 by the difference in temperature between OAT and lowest temperature. Add this weight increment to the maximum takeoff weight calculated for the lowest temperature.  If the lowest temperature and OAT are below TREF. Obtain weight increment by multiplying Grad 1 by the difference in temperature between OAT and lowest temperature. Add this weight increment to the maximum takeoff weight calculated for the lowest temperature.  If OAT is below TREF and lowest temperature is above TREF. The weight increment is calculated in two steps. Step one is multiplying Grad 2 by temperature difference between lowest temperature and TREF. Step two is multiplying Grad 1 by temperature difference between TREF and OAT. Add results from step one and two to maximum takeoff weight calculated for lowest temperature. Note:

Use the weight gradients only to extrapolate above the maximum weight shown in the RTOW chart. They are not valid for interpolation between two boxes, between filled boxes or between one filled and one blank box.

Repeat the above process for the other available configuration and retain the configuration giving the highest takeoff weight. CORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONS Ident.: PER-TOF-TOC-18-10-00001736.0002001 / 11 FEB 11 Applicable to: ALL

Retain the maximum takeoff weight, associated configuration and speeds from above. For conditions different from those of the chart, apply relevant corrections. CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS Ident.: PER-TOF-TOC-18-10-00013716.0028001 / 18 MAR 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

Corrections are given for QNH ≠ 1 013 hPa, air conditioning ON, anti ice ON. 1. For the given wind and temperature conditions, determine the maximum takeoff weight (choose the configuration giving the highest weight). 2. Apply the published weight correction(s) to the maximum takeoff weight (for each correction) to determine the maximum permissible takeoff weight. 3. Read the speeds associated with the maximum permissible takeoff weight by entering the chart with the retained configuration and weight value.

CTV A320 FLEET FCOM

← B to D →

PER-TOF-TOC-18-10 P 2/14 30 MAY 13




EXAMPLE A DATA :

OAT = 25 °C Head Wind = 10 kt Air conditioning ON QNH = 1 013 hPa Use the chart from (Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE). Enter the 10 kt head wind column CONF 1 + F, to read for 25 °C The lowest temperature of the column is 45 °C, use Grad 1/Grad 2 to extrapolate the maximum takeoff weight. MAX TO weight (1 000 kg) air conditioning OFF = 80.6 + 0.46 × 1 + 0.06 × 19 = 82.2 Enter the 10 kt head wind column CONF 2, to read for 25 °C The lowest temperature of the column is 46 °C, use Grad 1/Grad 2 to extrapolate the maximum takeoff weight. MAX TO weight (1 000 kg) air conditioning OFF = 80.3 + 0.47 × 2 + 0.05 × 19 = 82.2 Retain CONF 1 + F as takeoff configuration. Maximum TO weight (1 000 kg) air conditioning OFF................................................................ 82.2 Air conditioning correction (PER_TOF_TOD_24 QNH/BLEEDS CORRECTION)........................-2.2 Maximum permissible TO weight (1 000 kg) air conditioning ON............................................ = 80.0 Determine takeoff speeds for 80.0 (1 000 kg) in the 10 kt head wind column (CONF 1 + F) V1 = 155 kt, VR = 156 kt, V2 = 158 kt CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS Ident.: PER-TOF-TOC-18-10-00013716.0027001 / 18 MAR 11 Applicable to: PK-GLH, PK-GLI

Corrections are given for QNH ≠ 1 013 hPa, air conditioning ON, anti ice ON. 1. For the given wind and temperature conditions, determine the maximum takeoff weight (choose the configuration giving the highest weight). 2. Apply the published weight correction(s) to the maximum takeoff weight (for each correction) to determine the maximum permissible takeoff weight. 3. Read the speeds associated with the maximum permissible takeoff weight by entering the chart with the retained configuration and weight value. EXAMPLE A DATA :

OAT = 25 °C Head Wind = 10 kt Air conditioning ON QNH = 1 013 hPa Use the chart from (Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE). Enter the 10 kt head wind column CONF 1 + F, to read for 25 °C CTV A320 FLEET FCOM

←D→

PER-TOF-TOC-18-10 P 3/14 30 MAY 13




The lowest temperature of the column is 32 °C, use Grad 1/Grad 2 to extrapolate the maximum takeoff weight. MAX TO weight (1 000 lb) air conditioning OFF = 180.1 + 0.14 × 7 = 181.0 Enter the 10 kt head wind column CONF 2, to read for 25 °C The lowest temperature of the column is 35 °C, use Grad 1/Grad 2 to extrapolate the maximum takeoff weight. MAX TO weight (1 000 lb) air conditioning OFF = 180.2 + 0.01 × 19 = 180.4 Retain CONF 2 as takeoff configuration. Maximum TO weight (1 000 lb) air conditioning OFF................................................................180.4 Air conditioning correction (PER_TOF_TOD_24 QNH/BLEEDS CORRECTION)........................-4.9 Maximum permissible TO weight (1 000 lb) air conditioning ON........................................... = 175.5 Determine takeoff speeds for 175.5 (1 000 lb) in the 10 kt head wind column (CONF 2) V1 = 154 kt, VR = 155 kt, V2 = 160 kt CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS Ident.: PER-TOF-TOC-18-10-00013716.0009001 / 23 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

Corrections are given for QNH ≠ 1 013 hPa, air conditioning ON, anti ice ON. 1. For the given wind and temperature conditions, determine the maximum takeoff weight (choose the configuration giving the highest weight). 2. Apply the published weight correction(s) to the maximum takeoff weight (for each correction) to determine the maximum permissible takeoff weight. 3. Read the speeds associated with the maximum permissible takeoff weight by entering the chart with the retained configuration and weight value. EXAMPLE A DATA :

OAT = 25 °C Head Wind = 10 kt Air conditioning ON QNH = 1 013 hPa Use the chart from (Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE). Enter the 10 kt head wind column CONF 1 + F, to read for 25 °C The lowest temperature of the column is 45 °C, use Grad 1/Grad 2 to extrapolate the maximum takeoff weight. MAX TO weight (1 000 kg) air conditioning OFF = 80.6 + 0.46 × 1 + 0.06 × 19 = 82.2 Enter the 10 kt head wind column CONF 2, to read for 25 °C The lowest temperature of the column is 46 °C, use Grad 1/Grad 2 to extrapolate the maximum takeoff weight. MAX TO weight (1 000 kg) air conditioning OFF = 80.3 + 0.47 × 2 + 0.05 × 19 = 82.2 CTV A320 FLEET FCOM

←D→

PER-TOF-TOC-18-10 P 4/14 30 MAY 13




Retain CONF 1 + F as takeoff configuration. Maximum TO weight (1 000 kg) air conditioning OFF................................................................ 82.2 Air conditioning correction (PER_TOF_TOD_24 QNH/BLEEDS CORRECTION)........................-1.8 Maximum permissible TO weight (1 000 kg) air conditioning ON............................................ = 80.4 Determine takeoff speeds for 80.4 (1 000 kg) in the 10 kt head wind column (CONF 1 + F) V1 = 155 kt, VR = 156 kt, V2 = 158 kt V1 = 155 kt, VR = 156 kt, V2 = 158 kt CORRECTIONS FOR WET OR CONTAMINATED RUNWAYS Ident.: PER-TOF-TOC-18-10-00004071.0001001 / 10 DEC 09 Applicable to: ALL

(Refer to PER-TOF-CTA-10 GENERAL) CORRECTIONS PRODUCED ON THE RTOW CHART Ident.: PER-TOF-TOC-18-10-00006112.0017001 / 14 NOV 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

(Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE). A description of this correction is given in PER-TOF-TOC-16-20 (Refer to PER-TOF-TOC-16-20 DESCRIPTION OF THE CORRECTIONS ON TAKEOFF CHART). The list of corrections is not exhaustive, however the most commonly used corrections are wet runway, QNH, air conditioning and/or anti ice. A maximum of three corrections can be produced on one chart. To apply the corrections, proceed as follows: 1. Determine the maximum takeoff weight before correction for the given OAT and wind condition. 2. Apply the first correction: If OAT is less than or equal to TVMC (line 3), apply ΔW correction from line 1 and ΔV1/ΔVR/ΔV2 corrections from line 2. Else, (for OAT greater than TVMC), apply ΔW correction from line 3 and ΔV1/ΔVR/ΔV2 corrections from line 4. 3. To combine a second (and third, as applicable) correction: If OAT is less than or equal to TVMC (line 3), apply ΔW correction from line 1 and ΔV1/ΔVR/ΔV2 corrections from line 2. Check that the resulting speeds are higher than the minimum speeds displayed on the RTOW chart and that V2 is higher than the VMU limited speed (Refer to PER-TOF-TOD-25-20 MINIMUM V2 LIMITED BY VMU/VMCA (KT IAS)). If OAT is higher than TVMC (line 3) or if the above speed check is not fulfilled, apply ΔW correction from line 3 and ΔV1/ΔVR/ΔV2 corrections from line 4. No speed check is required.

CTV A320 FLEET FCOM

← D to F →

PER-TOF-TOC-18-10 P 5/14 30 MAY 13



Note:


‐ QNH correction is given for ±10 hPa. It is allowed to extrapolate linearly for greater QNH deviation. ‐ When using a takeoff chart with failure cases, it is not allowed to combine two failure cases. ‐ Corrections from the chart must be applied from top to bottom, i.e. in the RTOW (Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE), apply the wet correction first. ‐ If asterisk or dotted lines appear in the correction boxes, refer to more conservative corrections provided in the FCOM. ‐ No speed check is required for the first correction. However, if the first influence correction follows a conservative FCOM correction, a speed check is required.

EXAMPLE B DATA :

OAT = 45 °C Head wind = 10 kt QNH = 998 hPa WET runway Use the chart Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE. • Enter the 10 kt head wind column CONF 1+F, to read for 45 °C max TO weight (1 000 kg).......................................................................................................80.6 • Enter the 10 kt head wind column CONF 2, to read for 45 °C max TO weight (1 000 kg).......................................................................................................80.3 • Retain CONF 1+F for takeoff • Read associated speeds as V1 = 155 kt, VR = 156 kt, V2 = 158 kt • Apply WET correction For OAT < TVMC (69 °C), ΔW =........................................................................................... – 0.7 Intermediate weight (1 000 kg).............................................................................................= 79.9 Associated speeds, V1 = 155 kt – 8 = 147 kt VR = 156 kt – 2 = 154 kt V2 = 158 kt – 2 = 156 kt (No speed check required for first correction) • Apply QNH correction For OAT < TVMC (61 °C), ΔW = – 0.7 × 15/10 =.....................................................................– 1 Maximum permissible takeoff weight (1 000 kg).................................................................. = 78.9 Associated speeds, V1 = 147 kt – 1 × 15/10 = 145 kt VR = 154 kt – 1 × 15/10 = 153 kt V2 = 156 kt – 1 × 15/10 = 155 kt • Check that the speeds are higher than minimum speeds from the chart and from VMU table. CTV A320 FLEET FCOM

←F→

PER-TOF-TOC-18-10 P 6/14 30 MAY 13




TAKEOFF CHARTS - MTOW CALCULATION (WEIGHT ENTRY) TOW

80.6 80.6 - 0.7 79.9 -1 78.9

Takeoff Configuration: 1 + F V1 VR 155 156 155 -8 147 -2 145

V2

156 -2 154 -1 153

158 158 -2 156 -1 155

CORRECTIONS PRODUCED ON THE RTOW CHART Ident.: PER-TOF-TOC-18-10-00006112.0018001 / 14 NOV 11 Applicable to: PK-GLH, PK-GLI

(Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE). A description of this correction is given in PER-TOF-TOC-16-20 (Refer to PER-TOF-TOC-16-20 DESCRIPTION OF THE CORRECTIONS ON TAKEOFF CHART). The list of corrections is not exhaustive, however the most commonly used corrections are wet runway, QNH, air conditioning and/or anti ice. A maximum of three corrections can be produced on one chart. To apply the corrections, proceed as follows: 1. Determine the maximum takeoff weight before correction for the given OAT and wind condition. 2. Apply the first correction: If OAT is less than or equal to TVMC (line 3), apply ΔW correction from line 1 and ΔV1/ΔVR/ΔV2 corrections from line 2. Else, (for OAT greater than TVMC), apply ΔW correction from line 3 and ΔV1/ΔVR/ΔV2 corrections from line 4. 3. To combine a second (and third, as applicable) correction: If OAT is less than or equal to TVMC (line 3), apply ΔW correction from line 1 and ΔV1/ΔVR/ΔV2 corrections from line 2. Check that the resulting speeds are higher than the minimum speeds displayed on the RTOW chart and that V2 is higher than the VMU limited speed (Refer to PER-TOF-TOD-25-20 MINIMUM V2 LIMITED BY VMU/VMCA (KT IAS)). If OAT is higher than TVMC (line 3) or if the above speed check is not fulfilled, apply ΔW correction from line 3 and ΔV1/ΔVR/ΔV2 corrections from line 4. No speed check is required.

CTV A320 FLEET FCOM

←F→

PER-TOF-TOC-18-10 P 7/14 30 MAY 13



Note:


‐ QNH correction is given for ±10 hPa. It is allowed to extrapolate linearly for greater QNH deviation. ‐ When using a takeoff chart with failure cases, it is not allowed to combine two failure cases. ‐ Corrections from the chart must be applied from top to bottom, i.e. in the RTOW (Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE), apply the wet correction first. ‐ If asterisk or dotted lines appear in the correction boxes, refer to more conservative corrections provided in the FCOM. ‐ No speed check is required for the first correction. However, if the first influence correction follows a conservative FCOM correction, a speed check is required.

EXAMPLE B DATA :

OAT = Head wind = QNH = WET runway

40 °C 10 kt 998 hPa

Use the chart Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE. • Enter the 10 kt head wind column CONF 1+F, to read for 40 °C max TO weight (1 000 lb)......................................................................................................175.9 • Enter the 10 kt head wind column CONF 2, to read for 40 °C max TO weight (1 000 lb)......................................................................................................177.1 • Retain CONF 2 for takeoff • Read associated speeds as V1 = 154 kt, VR = 155 kt, V2 = 160 kt • Apply WET correction For OAT < TVMC (69 °C), ΔW =........................................................................................... – 1.9 Intermediate weight (1 000 lb)............................................................................................= 175.2 Associated speeds, V1 = 154 kt – 9 = 145 kt VR = 155 kt – 2 = 153 kt V2 = 160 kt – 2 = 158 kt (No speed check required for first correction)

CTV A320 FLEET FCOM

←F→

PER-TOF-TOC-18-10 P 8/14 30 MAY 13




• Apply QNH correction For OAT < TVMC (61 °C), ΔW = – 1.7 × 15/10 =..................................................................– 2.6 Maximum permissible takeoff weight (1 000 lb)................................................................. = 172.6 Associated speeds, V1 = 145 kt – 1 × 15/10 = 143 kt VR = 153 kt – 1 × 15/10 = 152 kt V2 = 158 kt – 1 × 15/10 = 157 kt • Check that the speeds are higher than minimum speeds from the chart and from VMU table. TOW


177.1


177.1 - 1.9 175.2 - 2.6 172.6

154 -9 145 -2 143

155 -2 153 -1 152

V2

160 160 -2 158 -1 157


Proceed as follows: 1. Determine the maximum takeoff weight by entering the chart with selected configuration, OAT and wind. 2. Apply corrections from FCOM to determine an intermediate weight. Interpolate associated speeds for intermediate weight in the same column (same wind and configuration). 3. Apply corrections from RTOW chart as explained above. EXAMPLE C DATA

:

OAT = 25 °C Head wind = 10 kt Air conditioning ON QNH = 998 hPa WET runway

1. Use the chart Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE. Enter the 10 kt head wind column CONF 1 + F, to read for 25 °C MAX TO weight (1 000 kg) air conditioning OFF = 80.6 + 0.46 × 1 + 0.06 × 19 = 82.2 Enter the 10 kt head wind column CONF 2, to read for 25 °C MAX TO weight (1 000 kg) air conditioning OFF = 80.3 + 0.47 × 2 + 0.05 × 19 = 82.2 CTV A320 FLEET FCOM

← F to G →

PER-TOF-TOC-18-10 P 9/14 30 MAY 13




Retain CONF 1 + F for takeoff configuration. 2. First, apply the correction Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS. Max TO weight (1 000 kg) air conditioning OFF..................................................................... 82.2 Air conditioning correction........................................................................................................ -2.2 Intermediate weight.............................................................................................................. = 80.0 Interpolate takeoff speeds for 80.0 (1 000 kg) in the 10 kt head wind column, V1 = 155 kt, VR = 156 kt, V2 = 158 kt 3. Apply WET correction For OAT < TVMC (69 °C), ΔW =............................................................................................. -0.7 Intermediate weight.............................................................................................................. = 79.3 Associated speeds, V1 = 155 kt - 8 = 147 kt VR = 156 kt - 2 = 154 kt V2 = 158 kt - 2 = 156 kt Apply QNH correction For OAT < TVMC (61 °C), ΔW = -0.7 × 15/10 =........................................................................ -1 Maximum permissible takeoff weight....................................................................................= 78.3 Associated speed, V1 = 147 kt - 1 × 15/10 = 145 kt VR = 154 kt - 1 × 15/10 = 153 kt V2 = 156 kt - 1 × 15/10 = 155 kt Check that the speeds are higher than minimum speeds from the chart and from VMU table. (It is reminded that if the speed checks are not fulfilled, the corrections must be recalculated using those provided on lines 3 and 4). Since the speed check is fulfilled: MAX permissible takeoff weight = 78.3 (1 000 kg) V1 = 145 kt, VR = 153 kt, V2 = 155 kt. TOW (RTOW) FCOM correction(s) Intermediate value WET Correction Intermediate value QNH Correction Final value

CTV A320 FLEET FCOM

Takeoff Configuration: 1 + F V1 VR

TOW 82.2 -2.2

V2

80.0

155

156

158

79.3

147

154

156

78.3

145

153

155

-0.7

-8

-1

-2

←G→

-2 -1

-2 -1

PER-TOF-TOC-18-10 P 10/14 30 MAY 13






:


1. Use the chart Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE. Enter the 10 kt head wind column CONF 1 + F, to read for 25 °C MAX TO weight (1 000 kg) air conditioning OFF = 80.6 + 0.46 × 1 + 0.06 × 19 = 82.2 Enter the 10 kt head wind column CONF 2, to read for 25 °C MAX TO weight (1 000 kg) air conditioning OFF = 80.3 + 0.47 × 2 + 0.05 × 19 = 82.2 Retain CONF 1 + F for takeoff configuration. 2. First, apply the correction Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS. Max TO weight (1 000 kg) air conditioning OFF..................................................................... 82.2 Air conditioning correction........................................................................................................ -1.8 Intermediate weight.............................................................................................................. = 80.4 Interpolate takeoff speeds for 80.4 (1 000 kg) in the 10 kt head wind column, V1 = 155 kt, VR = 156 kt, V2 = 158 kt 3. Apply WET correction For OAT < TVMC (69 °C), ΔW =............................................................................................. -0.7 Intermediate weight.............................................................................................................. = 79.7 Associated speeds, V1 = 155 kt - 8 = 147 kt VR = 156 kt - 2 = 154 kt V2 = 158 kt - 2 = 156 kt Apply QNH correction For OAT < TVMC (61 °C), ΔW = -0.7 × 15/10 =........................................................................ -1 Maximum permissible takeoff weight....................................................................................= 78.7 Associated speed, CTV A320 FLEET FCOM

←G→

PER-TOF-TOC-18-10 P 11/14 30 MAY 13




V1 = 147 kt - 1 × 15/10 = 145 kt VR = 154 kt - 1 × 15/10 = 153 kt V2 = 156 kt - 1 × 15/10 = 155 kt Check that the speeds are higher than minimum speeds from the chart and from VMU table. (It is reminded that if the speed checks are not fulfilled, the corrections must be recalculated using those provided on lines 3 and 4). Since the speed check is fulfilled: MAX permissible takeoff weight = 78.7 (1 000 kg) V1 = 145 kt, VR = 153 kt, V2 = 155 kt. Takeoff Configuration: 1 + F V1 VR

TOW 82.2


-1.8

V2

80.4

155

156

158

79.7

147

154

156

78.7

145

153

155

-0.7

-9

-1

-2

-2 -1

-2 -1



:


1. Use the chart Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE. Enter the 10 kt head wind column CONF 1 + F, to read for 25 °C CTV A320 FLEET FCOM

←G→

PER-TOF-TOC-18-10 P 12/14 30 MAY 13




MAX TO weight (1 000 lb) air conditioning OFF = 180.1 + 0.01 × 19 = 180.3 Enter the 10 kt head wind column CONF 2, to read for 25 °C MAX TO weight (1 000 lb) air conditioning OFF = 180.2 + 0.01 × 19 = 180.4 Retain CONF 2 for takeoff configuration. 2. First, apply the correction Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS. Max TO weight (1 000 lb) air conditioning OFF.................................................................... 180.4 Air conditioning correction........................................................................................................ -4.9 Intermediate weight............................................................................................................ = 175.5 Interpolate takeoff speeds for 175.5 (1 000 lb) in the 10 kt head wind column, V1 = 154 kt, VR = 155 kt, V2 = 160 kt 3. Apply WET correction For OAT < TVMC (69 °C), ΔW =............................................................................................. -1.9 Intermediate weight............................................................................................................ = 173.6 Associated speeds, V1 = 154 kt - 9 = 145 kt VR = 155 kt - 2 = 153 kt V2 = 160 kt - 2 = 158 kt Apply QNH correction For OAT < TVMC (61 °C), ΔW = -1.7 × 15/10 =......................................................................-2.6 Maximum permissible takeoff weight..................................................................................= 171.0 Associated speed, V1 = 145 kt - 1 × 15/10 = 143 kt VR = 153 kt - 1 × 15/10 = 152 kt V2 = 158 kt - 1 × 15/10 = 157 kt Check that the speeds are higher than minimum speeds from the chart and from VMU table. (It is reminded that if the speed checks are not fulfilled, the corrections must be recalculated using those provided on lines 3 and 4). Since the speed check is fulfilled: MAX permissible takeoff weight = 171.0 (1 000 lb) V1 = 143 kt, VR = 152 kt, V2 = 157 kt. TOW (RTOW) FCOM correction(s) Intermediate value WET Correction Intermediate value

CTV A320 FLEET FCOM

Takeoff Configuration: 1 + F V1 VR

TOW 180.4 -4.9

V2

175.5

154

155

173.6

145

153 158 Continued on the following page

-1.9

-9

←G→

-2

160 -2

PER-TOF-TOC-18-10 P 13/14 30 MAY 13



QNH Correction Final value

CTV A320 FLEET FCOM

TAKEOFF CHARTS - MTOW CALCULATION (WEIGHT ENTRY) Continued from the previous page Takeoff Configuration: 1 + F V1 VR V2 -2 -1 -1

TOW -2.6

171.0

143

←G

152

157

PER-TOF-TOC-18-10 P 14/14 30 MAY 13




EXTRAPOLATION EXTRAPOLATION Ident.: PER-TOF-TOC-18-20-00001740.0002001 / 08 MAR 11 Applicable to: ALL

For OAT lower than the lowest temperature value of a wind column, it is possible to obtain a higher maximum permissible takeoff weight by using Grad 1/Grad 2 values. Refer to PER-TOF-TOC-18-10 MTOW DETERMINATIONfor more details.

CTV A320 FLEET FCOM

A

PER-TOF-TOC-18-20 P 1/2 20 OCT 11





CTV A320 FLEET FCOM

PER-TOF-TOC-18-20 P 2/2 20 OCT 11




MAXIMUM STRUCTURAL TAKEOFF WEIGHT MAXIMUM STRUCTURAL TAKEOFF WEIGHT Ident.: PER-TOF-TOC-18-30-00001741.0001001 / 01 MAR 11 Applicable to: ALL

The maximum structural takeoff weight is a weight limitation depending on the aircraft. This limitation is provided in the Flight Manual and in the limitation chapter (Refer to LIM-11 Weight Limitations). Compare the maximum structural takeoff weight to the maximum permissible takeoff weight computed for given conditions and retain the lower of the two values.

CTV A320 FLEET FCOM

A

PER-TOF-TOC-18-30 P 1/2 19 JUL 11





CTV A320 FLEET FCOM

PER-TOF-TOC-18-30 P 2/2 19 JUL 11





The following flow diagram gives the different steps to follow.

CTV A320 FLEET FCOM

A→

PER-TOF-TOC-18-40 P 1/2 20 OCT 11



CTV A320 FLEET FCOM


←A

PER-TOF-TOC-18-40 P 2/2 20 OCT 11



TAKEOFF CHARTS - FLEXIBLE TAKEOFF (WEIGHT ENTRY)

DETERMINATION OF FLEXIBLE TAKEOFF TEMPERATURE AND SPEEDS GENERAL Ident.: PER-TOF-TOC-20-10-00013509.0002001 / 23 FEB 11 Applicable to: ALL

Before determining the flexible temperature, calculate the maximum permissible takeoff weight (see previous section) and ensure that the actual takeoff weight is lower than the determined maximum takeoff weight. ‐ For a given configuration and wind value, enter the RTOW chart with the actual takeoff weight to read the flexible temperature and associated speeds. It is reminded that the takeoff weight is the sum of the weight entry and the delta weight displayed in each box. It is allowed to interpolate between two consecutive rows and/or columns for weight and for wind values not displayed on the chart. ‐ Repeat this process for the other configuration available. Select that configuration giving the highest flexible temperature. CORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONS Ident.: PER-TOF-TOC-20-10-00013506.0001001 / 23 FEB 11 Applicable to: ALL

When the takeoff conditions are different from those provided on the chart, apply the associated corrections. Note:

If the RTOW chart is based on the CG being at 25 %, the crew can determine the flexible temperature at a more forward CG by decreasing the flexible temperature by 2 °C. V1, VR and V2 must be increased by 1 kt. CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS

Ident.: PER-TOF-TOC-20-10-00013212.0227001 / 31 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

Corrections are given for QNH ≠ 1 013 hPa, air conditioning ON, anti ice ON. 1. For a given takeoff weight, wind condition and selected configuration, read the flexible temperature. Retain the takeoff speeds associated with the actual weight. 2. Apply the published temperature correction. To combine two or more corrections, add the different corrections and apply to temperature value. (No speed corrections required).

CTV A320 FLEET FCOM

A to C →

PER-TOF-TOC-20-10 P 1/14 30 MAY 13




EXAMPLE D DATA :

Actual takeoff weight = 68 000 kg Head wind = 10 kt Air conditioning ON QNH = 1 013 hPa Use the chart from Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE. Determine the maximum permissible takeoff weight (Refer to PER-TOF-TOC-18-10 CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS). The actual weight being lower than the maximum one, flexible takeoff is possible. Enter the 10 kt head wind column and interpolate for 68 000 kg, CONF 1 + F, Flexible temperature.................................................................................................................. 67 °C Enter the 10 kt head wind column and interpolate for 68 000 kg, CONF 2, Flexible temperature.................................................................................................................. 66 °C Retain CONF 1 + F for takeoff configuration. Takeoff speeds are V1 = 153 kt, VR = 153 kt, V2 = 154 kt Flexible temperature with air conditioning OFF.........................................................................67 °C Air conditioning correction.......................................................................................................... -3 °C (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS) Maximum flexible temperature............................................................................................... = 64 °C CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS Ident.: PER-TOF-TOC-20-10-00013212.0006001 / 31 MAR 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

Corrections are given for QNH ≠ 1 013 hPa, air conditioning ON, anti ice ON. 1. For a given takeoff weight, wind condition and selected configuration, read the flexible temperature. Retain the takeoff speeds associated with the actual weight. 2. Apply the published temperature correction. To combine two or more corrections, add the different corrections and apply to temperature value. (No speed corrections required). EXAMPLE D DATA :

Actual takeoff weight = 68 000 kg Head wind = 10 kt Air conditioning ON QNH = 1 013 hPa Use the chart from Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE. Determine the maximum permissible takeoff weight (Refer to PER-TOF-TOC-18-10 CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS). The actual weight being lower than the maximum one, flexible takeoff is possible. CTV A320 FLEET FCOM

←C→

PER-TOF-TOC-20-10 P 2/14 30 MAY 13




Enter the 10 kt head wind column and interpolate for 68 000 kg, CONF 1 + F, Flexible temperature.................................................................................................................. 67 °C Enter the 10 kt head wind column and interpolate for 68 000 kg, CONF 2, Flexible temperature.................................................................................................................. 66 °C Retain CONF 1 + F for takeoff configuration. Takeoff speeds are V1 = 153 kt, VR = 153 kt, V2 = 154 kt Flexible temperature with air conditioning OFF.........................................................................67 °C Air conditioning correction.......................................................................................................... -7 °C (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS) Maximum flexible temperature............................................................................................... = 60 °C CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS Ident.: PER-TOF-TOC-20-10-00013212.0015001 / 31 MAR 11 Applicable to: PK-GLH, PK-GLI

Corrections are given for QNH ≠ 1 013 hPa, air conditioning ON, anti ice ON. 1. For a given takeoff weight, wind condition and selected configuration, read the flexible temperature. Retain the takeoff speeds associated with the actual weight. 2. Apply the published temperature correction. To combine two or more corrections, add the different corrections and apply to temperature value. (No speed corrections required). EXAMPLE D DATA :

Actual takeoff weight = 150 000 lb Head wind = 10 kt Air conditioning ON QNH = 1 013 hPa Use the chart from Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE. Determine the maximum permissible takeoff weight (Refer to PER-TOF-TOC-18-10 CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS). The actual weight being lower than the maximum one, flexible takeoff is possible. Enter the 10 kt head wind column and interpolate for 150 000 lb, CONF 1 + F, Flexible temperature.................................................................................................................. 67 °C Enter the 10 kt head wind column and interpolate for 150 000 lb, CONF 2, Flexible temperature.................................................................................................................. 66 °C Retain CONF 1 + F for takeoff configuration. Takeoff speeds are V1 = 154 kt, VR = 154 kt, V2 = 155 kt Flexible temperature with air conditioning OFF.........................................................................67 °C Air conditioning correction.......................................................................................................... -7 °C (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS) CTV A320 FLEET FCOM

←C→

PER-TOF-TOC-20-10 P 3/14 30 MAY 13




Maximum flexible temperature............................................................................................... = 60 °C CORRECTIONS FOR WET RUNWAY Ident.: PER-TOF-TOC-20-10-00013280.0001001 / 18 FEB 11 Applicable to: ALL

Refer to PER-TOF-CTA-10 GENERAL CORRECTIONS PRODUCED ON THE RTOW CHART Ident.: PER-TOF-TOC-20-10-00013507.0010001 / 06 APR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

A description of this correction is given on Refer to PER-TOF-TOC-16-20 CORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONS. The list of corrections is not exhaustive, however the most commonly used corrections are wet runway, QNH, air conditioning and/or anti-icing. A maximum of three corrections can be produced on one chart. To apply the correction, proceed as follows: 1. Enter the chart with selected configuration, wind and actual takeoff weight to read the flexible temperature associated with this weight. 2. Apply the first correction: If the flexible temperature is less than or equal to TVMC (line 3), apply ΔTflex correction from line 1 and apply speed corrections (ΔV1/ΔVR/ΔV2) from line 2. Else, (flexible temperature greater than TVMC), apply ΔTflex from line 3 and ΔV1/ ΔVR/ ΔV2 corrections from line 4. Check V2 against VMU limitation (Refer to PER-TOF-TOD-25-20 MINIMUM V2 LIMITED BY VMU/VMCA (KT IAS)). If V2 is lower than V2 limited by VMU, flexible takeoff is not possible. Set TOGA thrust and retain the speeds associated with maximum permissible takeoff weight or the speeds read in the chart for the actual weight if they are all lower. No speed correction is required for QNH and bleeds influence (Not applicable to maximum takeoff weight determination). 3. To combine a second and/or a third correction, proceed as per point 2. 4. Check that the final flexible temperature is: ‐ Higher than OAT and TREF ‐ Limited toTMAXFLEX If the check is fulfilled, retain final flexible temperature as the one to be inserted in the MCDU If the check is not fulfilled, (final flexible temperature lower than OAT or TREF), no flexible takeoff is possible. Use TOGA thrust and retain speeds that have been calculated for the maximum permissible takeoff weight. (Refer to PER-TOF-TOC-20-20 FLEXIBLE TAKEOFF NOT POSSIBLE) CTV A320 FLEET FCOM

← C to E →

PER-TOF-TOC-20-10 P 4/14 30 MAY 13




Note:

‐ QNH correction is given for ± 10 hPa . It is allowed to extrapolate linearly for greater QNH deviation. ‐ Corrections from the chart must be applied from the top to bottom, i.e in the RTOW on Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE, apply the wet influence first

Note:


EXAMPLE E DATA :

Actual takeoff weight = 68 000 kg Head wind = 10 kt QNH = 998 hPa WET runway Air conditioning OFF Use the chart from Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE. Determine the maximum permissible takeoff weight (Refer to PER-TOF-TOC-18-10 CORRECTIONS PRODUCED ON THE RTOW CHART) The actual weight being lower than the maximum one, flexible takeoff is possible. Enter the 10 kt head wind column and interpolate for 68 000 kg, CONF 1+F, Flexible temperature.................................................................................................................. 67 °C Enter the 10 kt head wind column and interpolate for 68 000 kg, CONF 2, Flexible temperature.................................................................................................................. 66 °C Retain CONF 1+F as the flexible temperature is higher. Takeoff speeds are V1 = 153 kt, VR = 153 kt, V2 = 154 kt Apply WET correction For flexible temperature < TVMC (69 °C), ΔTflex =...................................................................-2 °C Intermediate flex temperature................................................................................................ = 65 °C Associated speeds, V1 = 153 kt – 8 = 145 kt VR = 153 kt –2 = 151 kt V2 = 154 kt – 2 = 152 kt check V2 against VMU limitation (Refer to PER-TOF-TOD-25-20 MINIMUM V2 LIMITED BY VMU/VMCA (KT IAS) ). Apply QNH correction For flex temperature ≥ TVMC (61 °C), ΔTflex =....................................................................... –3 °C Maximum flexible temperature............................................................................................... = 62 °C Check that OAT/TREF > flex temperature ≤ TMAXFLEX CTV A320 FLEET FCOM

←E→

PER-TOF-TOC-20-10 P 5/14 30 MAY 13




No speed correction. Takeoff speeds are V1 = 145 kt, VR = 151 kt, V2 = 152 kt


Tflex

67

Takeoff Configuration : 1 + F V1 VR 153

67 –2 65 –3 62

153 –8 145 0 145

153 153 −2 151 0 151

V2

154 154 −2 152 0 152

CORRECTIONS PRODUCED ON THE RTOW CHART Ident.: PER-TOF-TOC-20-10-00013507.0009001 / 06 APR 11 Applicable to: PK-GLH, PK-GLI

A description of this correction is given on Refer to PER-TOF-TOC-16-20 CORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONS. The list of corrections is not exhaustive, however the most commonly used corrections are wet runway, QNH, air conditioning and/or anti-icing. A maximum of three corrections can be produced on one chart. To apply the correction, proceed as follows: 1. Enter the chart with selected configuration, wind and actual takeoff weight to read the flexible temperature associated with this weight. 2. Apply the first correction: If the flexible temperature is less than or equal to TVMC (line 3), apply ΔTflex correction from line 1 and apply speed corrections (ΔV1/ΔVR/ΔV2) from line 2. Else, (flexible temperature greater than TVMC), apply ΔTflex from line 3 and ΔV1/ ΔVR/ ΔV2 corrections from line 4. Check V2 against VMU limitation (Refer to PER-TOF-TOD-25-20 MINIMUM V2 LIMITED BY VMU/VMCA (KT IAS)). If V2 is lower than V2 limited by VMU, flexible takeoff is not possible. Set TOGA thrust and retain the speeds associated with maximum permissible takeoff weight or the speeds read in the chart for the actual weight if they are all lower. No speed correction is required for QNH and bleeds influence (Not applicable to maximum takeoff weight determination).

CTV A320 FLEET FCOM

←E→

PER-TOF-TOC-20-10 P 6/14 30 MAY 13




3. To combine a second and/or a third correction, proceed as per point 2. 4. Check that the final flexible temperature is: ‐ Higher than OAT and TREF ‐ Limited toTMAXFLEX If the check is fulfilled, retain final flexible temperature as the one to be inserted in the MCDU If the check is not fulfilled, (final flexible temperature lower than OAT or TREF), no flexible takeoff is possible. Use TOGA thrust and retain speeds that have been calculated for the maximum permissible takeoff weight. (Refer to PER-TOF-TOC-20-20 FLEXIBLE TAKEOFF NOT POSSIBLE) Note:

‐ QNH correction is given for ± 10 hPa . It is allowed to extrapolate linearly for greater QNH deviation. ‐ Corrections from the chart must be applied from the top to bottom, i.e in the RTOW on Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE, apply the wet influence first

Note:


EXAMPLE E DATA :

Actual takeoff weight = 150 000 lb Head wind = 10 kt QNH = 998 hPa WET runway Air conditioning OFF Use the chart from Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE. Determine the maximum permissible takeoff weight (Refer to PER-TOF-TOC-18-10 CORRECTIONS PRODUCED ON THE RTOW CHART) The actual weight being lower than the maximum one, flexible takeoff is possible. Enter the 10 kt head wind column and interpolate for 150 000 lb, CONF 1+F, Flexible temperature.................................................................................................................. 67 °C Enter the 10 kt head wind column and interpolate for 150 000 lb, CONF 2, Flexible temperature.................................................................................................................. 66 °C Retain CONF 1+F as the flexible temperature is higher. Takeoff speeds are V1 = 154 kt, VR = 154 kt, V2 = 155 kt Apply WET correction For flexible temperature < TVMC (69 °C), ΔTflex =..................................................................−3 °C Intermediate flex temperature................................................................................................ = 64 °C

CTV A320 FLEET FCOM

←E→

PER-TOF-TOC-20-10 P 7/14 30 MAY 13




Associated speeds, V1 = 154 kt – 13 = 141 kt VR = 154 kt – 3 = 151 kt V2 = 155 kt – 3 = 152 kt check V2 against VMU limitation (Refer to PER-TOF-TOD-25-20 MINIMUM V2 LIMITED BY VMU/VMCA (KT IAS)). Apply QNH correction For flex temperature ≥ TVMC (61 °C), ΔTflex =....................................................................... –3 °C Maximum flexible temperature............................................................................................... = 61 °C Check that OAT/TREF < flex temperature ≤ TMAXFLEX No speed correction. Takeoff speeds are V1 = 141 kt, VR = 151 kt, V2 = 152 kt


Tflex

67

Takeoff Configuration : 1 + F V1 VR 154

67 –3 64 –3 61

154 –13 141 0 141

154

V2

154 −3 151 0 151

155 155 −3 152 0 152


1. Apply corrections from FCOM (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS). 2. Apply corrections from the RTOW chart. Apply speed corrections except for QNH and bleed influences. EXAMPLE F DATA :

Actual takeoff weight = 68 000 kg Head wind = 10 kt Air conditioning ON QNH = 998 hPa WET runway

CTV A320 FLEET FCOM

← E to F →

PER-TOF-TOC-20-10 P 8/14 30 MAY 13




Use the chart fromRefer to PER-TOF-TOC-16-30 RTOW EXAMPLE. Determine the maximum permissible takeoff weight (see example C). The actual weight being lower than the maximum one, flexible takeoff is possible. ‐ Enter the 10 kt head wind column and interpolate for 68 000 kg, CONF 1+F, Flexible temperature.............................................................................................................. 67 °C ‐ Enter the 10 kt head wind column and interpolate for 68 000 kg, CONF 2, Flexible temperature.............................................................................................................. 66 °C ‐ Retain CONF 1+F for takeoff configuration. Takeoff speeds are V1 = 153 kt, VR = 153 kt, V2 = 154 kt ‐ First, apply the correction from FCOM (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS). Flexible temperature with air conditioning OFF.....................................................................67 °C Air conditioning correction...................................................................................................... -7 °C Intermediate flexible temperature.......................................................................................= 60 °C No speed correction. ‐ Apply WET correction For flexible temperature < TVMC (69 °C), ΔTflex =...............................................................-2 °C Intermediate flex temperature............................................................................................ = 58 °C Associated speeds, V1 = 153 kt - 8 = 145 kt VR = 153 kt - 2 = 151 kt V2 = 154 kt - 2 = 152 kt Check V2 against VMU limitation on FCOMRefer to PER-TOF-TOD-25-10 SPEEDS LIMITED BY VMC. ‐ Apply QNH correction For flexible temperature < TVMC (61 °C), ΔTflex =...............................................................-3 °C Maximum flexible temperature........................................................................................... = 55 °C Check that OAT/TREF < flex temperature ≤ TMAXFLEX No speed correction. Takeoff speeds are V1 = 145 kt, VR = 151 kt, V2 = 152 kt Chart temperature FCOM correction(s) Intermediate value WET Correction Intermediate value

CTV A320 FLEET FCOM


Tflex 67 -7

0

0

V2 154 0

60

153

153

58

145


-2

-8

←F→

-2

154 -2

PER-TOF-TOC-20-10 P 9/14 30 MAY 13




TAKEOFF CHARTS - FLEXIBLE TAKEOFF (WEIGHT ENTRY) Continued from the previous page Takeoff Configuration : 1 + F V1 VR V2 0 0 0

Tflex -3 55

145

151

152



Actual takeoff weight = 68 000 kg Head wind = 10 kt Air conditioning ON QNH = 998 hPa WET runway

Use the chart fromRefer to PER-TOF-TOC-16-30 RTOW EXAMPLE. Determine the maximum permissible takeoff weight (see example C). The actual weight being lower than the maximum one, flexible takeoff is possible. ‐ Enter the 10 kt head wind column and interpolate for 68 000 kg, CONF 1+F, Flexible temperature.............................................................................................................. 67 °C ‐ Enter the 10 kt head wind column and interpolate for 68 000 kg, CONF 2, Flexible temperature.............................................................................................................. 66 °C ‐ Retain CONF 1+F for takeoff configuration. Takeoff speeds are V1 = 153 kt, VR = 153 kt, V2 = 154 kt ‐ First, apply the correction from FCOM (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS). Flexible temperature with air conditioning OFF.....................................................................67 °C Air conditioning correction...................................................................................................... -3 °C Intermediate flexible temperature.......................................................................................= 64 °C No speed correction.

CTV A320 FLEET FCOM

←F→

PER-TOF-TOC-20-10 P 10/14 30 MAY 13




‐ Apply WET correction For flexible temperature < TVMC (69 °C), ΔTflex =...............................................................-2 °C Intermediate flex temperature............................................................................................ = 62 °C Associated speeds, V1 = 153 kt - 8 = 145 kt VR = 153 kt - 2 = 151 kt V2 = 154 kt - 2 = 152 kt Check V2 against VMU limitation on FCOMRefer to PER-TOF-TOD-25-10 SPEEDS LIMITED BY VMC. ‐ Apply QNH correction For flexible temperature ≥ TVMC (61 °C), ΔTflex =...............................................................-3 °C Maximum flexible temperature........................................................................................... = 59 °C Check that OAT/TREF < flex temperature ≤ TMAXFLEX No speed correction. Takeoff speeds are V1 = 145 kt, VR = 151 kt, V2 = 152 kt Chart temperature FCOM correction(s) Intermediate value WET Correction Intermediate value QNH Correction Final value


Tflex 67 -3

0

0

V2 154 0

64

153

153

154

62

145

151

152

59

145

151

152

-2

-8

-3

0

-2 0

-2 0



Actual takeoff weight = 150 000 lb Head wind = 10 kt Air conditioning ON QNH = 998 hPa WET runway

CTV A320 FLEET FCOM

←F→

PER-TOF-TOC-20-10 P 11/14 30 MAY 13




Use the chart fromRefer to PER-TOF-TOC-16-30 RTOW EXAMPLE. Determine the maximum permissible takeoff weight (see example C). The actual weight being lower than the maximum one, flexible takeoff is possible. ‐ Enter the 10 kt head wind column and interpolate for 150 000 lb, CONF 1+F, Flexible temperature.............................................................................................................. 67 °C ‐ Enter the 10 kt head wind column and interpolate for 150 000 lb, CONF 2, Flexible temperature.............................................................................................................. 66 °C ‐ Retain CONF 1+F for takeoff configuration. Takeoff speeds are V1 = 154 kt, VR = 154 kt, V2 = 155 kt ‐ First, apply the correction from FCOM (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS). Flexible temperature with air conditioning OFF.....................................................................67 °C Air conditioning correction...................................................................................................... -7 °C Intermediate flexible temperature.......................................................................................= 60 °C No speed correction. ‐ Apply WET correction For flexible temperature < TVMC (69 °C), ΔTflex =...............................................................-3 °C Intermediate flex temperature............................................................................................ = 57 °C Associated speeds, V1 = 154 kt - 13 = 141 kt VR = 154 kt - 3 = 151 kt V2 = 155 kt - 3 = 152 kt Check V2 against VMU limitation on FCOMRefer to PER-TOF-TOD-25-10 SPEEDS LIMITED BY VMC. ‐ Apply QNH correction For flexible temperature < TVMC (61 °C), ΔTflex =...............................................................-3 °C Maximum flexible temperature........................................................................................... = 54 °C Check that OAT/TREF < flex temperature ≤ TMAXFLEX No speed correction. Takeoff speeds are V1 = 141 kt, VR = 151 kt, V2 = 152 kt Chart temperature FCOM correction(s) Intermediate value WET Correction Intermediate value

CTV A320 FLEET FCOM


Tflex 67 -7

0

0

V2 155 0

60

154

154

57

141


-3

-13

←F→

-3

155 -3

PER-TOF-TOC-20-10 P 12/14 30 MAY 13




CTV A320 FLEET FCOM

TAKEOFF CHARTS - FLEXIBLE TAKEOFF (WEIGHT ENTRY) Continued from the previous page Takeoff Configuration : 1 + F V1 VR V2 0 0 0

Tflex -3 54

141

←F

151

152

PER-TOF-TOC-20-10 P 13/14 30 MAY 13





CTV A320 FLEET FCOM

PER-TOF-TOC-20-10 P 14/14 30 MAY 13




FLEXIBLE TAKEOFF NOT POSSIBLE FLEXIBLE TAKEOFF NOT POSSIBLE Ident.: PER-TOF-TOC-20-20-00013281.0001001 / 18 FEB 11 Applicable to: ALL

In some cases when the actual takeoff weight is lower than the maximum permissible one but no flexible takeoff possible (that is flexible temperature lower than TREF or OAT): ‐ It is mandatory to use TOGA thrust ‐ You can retain the speeds that have been calculated for the maximum permissible takeoff weight; OR ‐ You can retain the speeds associated with the actual takeoff weight provided they are all lower than the speeds calculated for the maximum permissible takeoff weight.

CTV A320 FLEET FCOM

A

PER-TOF-TOC-20-20 P 1/2 19 JUL 11





CTV A320 FLEET FCOM

PER-TOF-TOC-20-20 P 2/2 19 JUL 11





The flow diagram gives the different steps to follow

CTV A320 FLEET FCOM

A→

PER-TOF-TOC-20-30 P 1/2 20 OCT 11



CTV A320 FLEET FCOM


←A

PER-TOF-TOC-20-30 P 2/2 20 OCT 11


TAKEOFF DATA - QNH/BLEEDS CORRECTION


EFFECT OF QNH AND BLEEDS (UP TO 9200 FT) Ident.: PER-TOF-TOD-24-00012927.0417001 / 08 FEB 13 Applicable to: PK-GLX, PK-GLY

To take into account QNH deviation and/or bleeds ON apply

(1)

CORRECTIONS ON TEMPERATURE IF FLEX TAKEOFF IS PERFORMED No correction except if actual pressure altitude is between 3 000 ft and 4 000 ft Substract 1 °C/10 hPa Substract 1 °C/7 hPa Substract 5 °C

QNH above 1 013 hPa

Substract 11 °C

Total A/ICE ON(1)

Substract 4 °C Corrections valid only for OAT < 10 °C

Air Conditioning ON

QNH below 1 013 hPa Engine A/ICE ON(1)

CORRECTIONS ON WEIGHT IF TAKEOFF WITH FULL THRUST IS PERFORMED No correction except if actual pressure altitude is between 3 000 ft and 4 000 ft Substract 20kg/hPa Substract 100 kg/hPa Substract 300 kg OAT ≤ ISA + 8 Substract 1 000 kg OAT > ISA + 8 Substract 1 650 kg Substract 2 300 kg

Compare corrected temp (CT), flat rating temp (TREF) and OAT CT higher than OAT and CT higher than TREF -> Take CT as flex temp limited to ISA+53 Either condition above not fulfilled -> No flexible takeoff possible. Determine MAX TOW

Note:

For high altitude operation, REFER TO PER-TOF-TOD-24 EFFECT OF QNH FOR HIGH ALTITUDE OPERATIONS (if applicable).

CTV A320 FLEET FCOM

A→

PER-TOF-TOD-24 P 1/10 30 MAY 13




EFFECT OF QNH AND BLEEDS (UP TO 9200 FT) Ident.: PER-TOF-TOD-24-00012927.0085001 / 31 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

Note:

‐ * Corrections valid only for OAT < 10 °C ‐ For high altitude operation, REFER TO PER-TOF-TOD-24 EFFECT OF QNH FOR HIGH ALTITUDE OPERATIONS (if applicable).

CTV A320 FLEET FCOM

←A→





EFFECT OF QNH AND BLEEDS (UP TO 9200 FT) Ident.: PER-TOF-TOD-24-00012927.0081001 / 31 MAR 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

Note:

‐ * Corrections valid only for OAT < 10 °C ‐ For high altitude operation, REFER TO PER-TOF-TOD-24 EFFECT OF QNH FOR HIGH ALTITUDE OPERATIONS (if applicable).

CTV A320 FLEET FCOM

←A→





EFFECT OF QNH AND BLEEDS (UP TO 9200 FT) Ident.: PER-TOF-TOD-24-00012927.0082001 / 31 MAR 11 Applicable to: PK-GLH, PK-GLI

Note:

‐ * Corrections valid only for OAT < 10 °C ‐ For high altitude operation, REFER TO PER-TOF-TOD-24 EFFECT OF QNH FOR HIGH ALTITUDE OPERATIONS (if applicable). EXAMPLES

Ident.: PER-TOF-TOD-24-00012924.0053001 / 15 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

TAKEOFF CHART DATA Airport geometric elevation = 450 ft QNH = 1 013 hPa Anti ice OFF Air conditioning OFF

CTV A320 FLEET FCOM

← A to B →





EXAMPLE 1 - FULL THRUST TAKEOFF Actual data :

OAT = 5 °C QNH = 1 040 hPa Engine anti ice ON Air conditioning OFF Weight read in the takeoff chart: 73 000 kg Read in the above table the corrections for high QNH and engine anti ice ON. QNH correction: none Engine anti ice correction: none The maximum permissible takeoff weight is 73 000 + 0 - 0 = 73 000 kg EXAMPLE 2 - FLEXIBLE THRUST TAKEOFF Actual data :

OAT = 5 °C QNH = 1 040 hPa Anti ice OFF Air conditioning ON TOW = 65 000 kg Flexible temperature read on the takeoff chart: TFLEX = 55 °C. Read TREF on the takeoff chart or on the quick reference table. Read in the above table the correction for QNH and air conditioning ON: QNH correction = none Air conditioning ON correction: -3 °C New flexible temperature = 55 - 3 = 52 °C Check that the flexible temperature is above TREF and actual OAT. Check that the flexible temperature is less than the maximum flexible temperature and retain the lower of the two. EXAMPLES Ident.: PER-TOF-TOD-24-00012924.0055001 / 28 FEB 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY


CTV A320 FLEET FCOM

←B→






OAT = 5 °C QNH = 1 040 hPa Engine anti ice ON Air conditioning OFF Weight read in the takeoff chart: 73 000 kg Read in the above table the corrections for high QNH and engine anti ice ON. QNH correction: none Engine anti ice correction: - 300 kg The maximum permissible takeoff weight is 73 000 + 0 - 300 = 72 700 kg EXAMPLE 2 - FLEXIBLE THRUST TAKEOFF Actual data :

OAT = 5 °C QNH = 1 040 hPa Anti ice OFF Air conditioning ON TOW = 65 000 kg Flexible temperature read on the takeoff chart: TFLEX = 55 °C. Read TREF on the takeoff chart or on the quick reference table. Read in the above table the correction for QNH and air conditioning ON: QNH correction = none Air conditioning ON correction: -7 °C New flexible temperature = 55 - 7 = 48 °C Check that the flexible temperature is above TREF and actual OAT. Check that the flexible temperature is less than the maximum flexible temperature and retain the lower of the two. EXAMPLES Ident.: PER-TOF-TOD-24-00012924.0056001 / 28 FEB 11 Applicable to: PK-GLH, PK-GLI


CTV A320 FLEET FCOM

←B→






OAT = 5 °C QNH = 1 040 hPa Engine anti ice ON Air conditioning OFF Weight read in the takeoff chart: 165 000 lb Read in the above table the corrections for high QNH and engine anti ice ON. QNH correction: none Engine anti ice correction: - 670 lb The maximum permissible takeoff weight is 165 000 + 0 - 670 = 164 330 lb EXAMPLE 2 - FLEXIBLE THRUST TAKEOFF Actual data :

OAT = 5 °C QNH = 1 040 hPa Anti ice OFF Air conditioning ON TOW = 140 000 lb Flexible temperature read on the takeoff chart: TFLEX = 55 °C. Read TREF on the takeoff chart or on the quick reference table. Read in the above table the correction for QNH and air conditioning ON: QNH correction = none Air conditioning ON correction: -7 °C New flexible temperature = 55 - 7 = 48 °C Check that the flexible temperature is above TREF and actual OAT. Check that the flexible temperature is less than the maximum flexible temperature and retain the lower of the two.

CTV A320 FLEET FCOM

←B





EFFECT OF QNH AND BLEEDS FOR HIGH ALTITUDE OPERATIONS (ABOVE 9200 FT) Ident.: PER-TOF-TOD-24-00012926.0205001 / 24 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD

Note:

* Corrections valid only for OAT < 10 °C EXAMPLES FOR HIGH ALTITUDE OPERATIONS

Ident.: PER-TOF-TOD-24-00012925.0064001 / 18 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD

TAKEOFF CHART DATA Airport geometric elevation = 11 500 ft QNH = 1 013 hPa Anti ice OFF Air conditioning OFF OAT = 0 °C MTOW = 73 000 kg

CTV A320 FLEET FCOM

C to D →






QNH = 1 040 hPa Engine anti ice ON Air conditioning OFF Determine the actual airport pressure altitude (1 hPa is equivalent to 28 ft according to the ISA model). Pressure altitude = 11 500 - (1 040 - 1 013) × 28 = 10 744 ft Read in the above table the corrections for high QNH and engine anti ice ON. QNH correction = 50 kg × (11 500 - 10 744)/28 hPa = +1 350 kg Engine anti ice correction: 0 kg The maximum permissible takeoff weight is 73 000 + 1 350 - 0 = 74 350 kg EXAMPLE 2 - FLEXIBLE THRUST TAKEOFF Actual data :

QNH = 1 040 hPa Anti ice OFF Air conditioning ON TOW = 65 000 kg TFLEX = 55 °C Read TREF on the takeoff chart or on the quick reference table. Determine the actual airport pressure altitude (1 hPa is equivalent to 28 ft according to the ISA model). Pressure altitude = 11 500 - (1 040 - 1 013) × 28 = 10 744 ft Read in the above table the correction for QNH and air conditioning ON: QNH correction = 1 °C/10 hPa × (11 500 - 10 744)/28 hPa = +3 °C Air conditioning ON correction = -3 °C New flexible temperature = 55 + 3 - 3 = 55 °C Check that the flexible temperature is above TREF and actual OAT. Check that the flexible temperature is less than the maximum flexible temperature and retain the lower of the two.

CTV A320 FLEET FCOM

←D






CTV A320 FLEET FCOM



TAKEOFF DATA - MINIMUM SPEEDS


SPEEDS LIMITED BY VMC SPEEDS LIMITED BY VMC Ident.: PER-TOF-TOD-25-10-00001754.0350001 / 14 DEC 12 Applicable to: PK-GLX, PK-GLY

All takeoff speeds have a minimum value limited by control. These minimum speeds are usually provided on each RTOW chart. If these speeds are not available, use the following conservative values. These speeds may be slightly higher than the minimum control speeds displayed on the RTOW chart. MINIMUM V1 (KT IAS)

CONF 1+F 2 3

-2000 116 114 114

0

116 114 113

PRESSURE ALTITUDE (FT)

1000 2000 3000 4000 5000 6000 7000 8000 9200 10000 14100 115 113 113

114 112 111

114 112 111

114 112 111

114 112 111

113 111 110

112 110 109

110 108 108

108 106 106

106 104 104

100 98 98

MINIMUM VR (KT IAS)

CONF 1+F 2 3

-2000 119 117 117

0

118 117 116


1000 2000 3000 4000 5000 6000 7000 8000 9200 10000 14100 117 115 115

116 114 114

116 114 114

116 114 114

116 114 113

115 113 113

114 112 111

112 110 110

110 108 107

108 106 106

101 99 99

MINIMUM V2 (KT IAS)

CONF 1+F 2 3

-2000 122 122 122

0

121 121 121


1000 2000 3000 4000 5000 6000 7000 8000 9200 10000 14100 120 120 120

119 119 119

119 119 119

119 119 119

119 118 118

118 117 117

116 116 116

115 115 114

112 112 112

110 110 110

104 103 103

SPEEDS LIMITED BY VMC Ident.: PER-TOF-TOD-25-10-00001754.0268001 / 16 MAY 12 Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

All takeoff speeds have a minimum value limited by control. These minimum speeds are usually provided on each RTOW chart. If these speeds are not available, use the following conservative values. These speeds may be slightly higher than the minimum control speeds displayed on the RTOW chart.

CTV A320 FLEET FCOM

A→

PER-TOF-TOD-25-10 P 1/4 30 MAY 13




CONF

1+F 2 3 CONF

1+F 2 3 CONF

1+F 2 3

-2 000

0

1 000

113

112

117

115

114

112

115

-2 000

1 000

117

116

119

118

116

-2 000

118 115

0

1 000

121

120

124

121

123

121

123

111

0

121 119

114

120 120

MINIMUM V1 (KT IAS) PRESSURE ALTITUDE (FT) 2 000 3 000 4 000 5000 6 000 113

112

112

111

110

110

110

110

109

108

111

111

110

109

108

MINIMUM VR (KT IAS) PRESSURE ALTITUDE (FT) 2 000 3 000 4 000 5000 6 000 116

116

116

115

114

114

114

114

113

112

115

114

114

113

112

MINIMUM V2 (KT IAS) PRESSURE ALTITUDE (FT) 2 000 3 000 4 000 5000 6 000 119

119

119

118

117

119

119

118

117

116

119

119

119

117

116

7 000

8 000

9 200

14 100

107

106

104

100

109

108

107

105

106

100

104

100

7 000

8 000

9 200

10 200

111

109

108

100

113

111

110

109

110

102

107

100

7 000

8 000

9 200

10 200

115

114

112

103

115 115

114 114

112

104

112

103

SPEEDS LIMITED BY VMC Ident.: PER-TOF-TOD-25-10-00001754.0270001 / 16 MAY 12 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

All takeoff speeds have a minimum value limited by control. These minimum speeds are usually provided on each RTOW chart. If these speeds are not available, use the following conservative values. These speeds may be slightly higher than the minimum control speeds displayed on the RTOW chart. CONF

1+F 2 3

-1 000

0

1 000

114

113

116

116

114

113

114

CTV A320 FLEET FCOM

115 113

MINIMUM V1 (KT IAS) PRESSURE ALTITUDE (FT) 2 000 3 000 4 000 6 000 115

113

112

109

112

111

110

107

113

111

←A→

110

107

8 000

9 200

14 100

105

103

97

107 104

105 103

99 97

PER-TOF-TOD-25-10 P 2/4 30 MAY 13




CONF

1+F 2 3 CONF

1+F 2 3

-1 000

0

1 000

118

118

121

120

119

118

119

-1 000

1 000

123

122

123

124

123

CTV A320 FLEET FCOM

117

0

124 124

120

122 122

MINIMUM VR (KT IAS) PRESSURE ALTITUDE (FT) 2 000 3 000 4 000 6 000 119

118

116

113

117

115

114

111

117

116

115

111

MINIMUM V2 (KT IAS) PRESSURE ALTITUDE (FT) 2 000 3 000 4 000 6 000 122

120

119

116

122

121

119

116

122

121

←A

119

116

8 000

9 200

14 100

109

107

99

111 108

109 107

101 99

8 000

9 200

14 100

113

111

103

113 113

111 111

103 103

PER-TOF-TOD-25-10 P 3/4 30 MAY 13





CTV A320 FLEET FCOM

PER-TOF-TOD-25-10 P 4/4 30 MAY 13




V2 LIMITED BY VMU/VMCA MINIMUM V2 LIMITED BY VMU/VMCA (KT IAS) Ident.: PER-TOF-TOD-25-20-00001756.0027001 / 25 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

The following tables, one per configuration, provide the V2 limited by minimum unstick speed and minimum control speed in the air.

CTV A320 FLEET FCOM

A→

PER-TOF-TOD-25-20 P 1/8 30 MAY 13



CTV A320 FLEET FCOM


←A→

PER-TOF-TOD-25-20 P 2/8 30 MAY 13




MINIMUM V2 LIMITED BY VMU/VMCA (KT IAS) Ident.: PER-TOF-TOD-25-20-00001756.0095001 / 25 MAR 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY


CTV A320 FLEET FCOM

←A→

PER-TOF-TOD-25-20 P 3/8 30 MAY 13



CTV A320 FLEET FCOM


←A→

PER-TOF-TOD-25-20 P 4/8 30 MAY 13




MINIMUM V2 LIMITED BY VMU/VMCA (KT IAS) Ident.: PER-TOF-TOD-25-20-00001756.0455001 / 25 MAR 11 Applicable to: PK-GLH, PK-GLI


CTV A320 FLEET FCOM

←A→

PER-TOF-TOD-25-20 P 5/8 30 MAY 13



CTV A320 FLEET FCOM


←A→

PER-TOF-TOD-25-20 P 6/8 30 MAY 13



CTV A320 FLEET FCOM


←A→

PER-TOF-TOD-25-20 P 7/8 30 MAY 13



CTV A320 FLEET FCOM


←A

PER-TOF-TOD-25-20 P 8/8 30 MAY 13



TAKEOFF DATA - QUICK REFERENCE TABLES

INTRODUCTION INTRODUCTION Ident.: PER-TOF-TOD-40-10-00001758.0001001 / 14 DEC 09 Applicable to: ALL

These tables enable the crew to quickly determine the takeoff performance at an airport for which no takeoff chart has been established. They are conservative.

CTV A320 FLEET FCOM

A

PER-TOF-TOD-40-10 P 1/2 19 JUL 11





CTV A320 FLEET FCOM

PER-TOF-TOD-40-10 P 2/2 19 JUL 11




USE OF TABLES USE OF TABLES Ident.: PER-TOF-TOD-40-20-00001759.0002001 / 25 MAR 11 Applicable to: ALL

A first table gives the corrections to be applied to the runway length for wind and runway slope. Nine other tables give, for three different pressure altitudes (0, 1 000 and 2 000 ft) and three configurations, the maximum takeoff weight, limitation codes and associated speeds as a function of temperature and corrected runway length. TREF and TMAX are given on the top of each table. For pressure altitudes above 2 000 ft, use a specific RTOW chart. Note:

1. Quick reference tables are established for the forward CG envelope (less than 25 %) at V1 min with air conditioning OFF and anti ice OFF 2. Do not use quick reference tables in case of tailwind.

CTV A320 FLEET FCOM

A

PER-TOF-TOD-40-20 P 1/2 20 OCT 11





CTV A320 FLEET FCOM

PER-TOF-TOD-40-20 P 2/2 20 OCT 11




HOW TO PROCEED GENERAL Ident.: PER-TOF-TOD-40-30-00001760.0001001 / 28 JAN 11 Applicable to: ALL

HOW TO PROCEED 1. Enter the first table with runway length, slope and wind data. Determine the corrected runway length by applying the corrections due to slope and wind. 2. Select the configuration as a function of this corrected runway length. 3. Enter the table(s) corresponding to the configuration and airport pressure altitude. As far as airport pressure altitude is concerned, two methods may be applied : ‐ interpolate the takeoff performance by using the two tables enclosing the airport pressure altitude, ‐ for a more conservative figure, use the table corresponding to the pressure altitude immediately above the airport pressure altitude. 4. Enter the appropriate column of the table(s) with the corrected runway length. Once again, two methods may be applied : ‐ interpolate the takeoff performance between the two columns enclosing the corrected runway length, ‐ for a more conservative figure, use the column corresponding to the shorter corrected runway length. 5. Determination of maximum takeoff weight. Enter the table(s) and column(s) as explained above with the actual OAT and read maximum takeoff weight, limitation codes, V1, VR and V2. If necessary interpolate weight and speeds. 6. Determination of flexible temperature. The determination of flexible temperature is possible only when there is no obstacle on the flight path. Enter the table(s) and column(s) with the actual takeoff weight and read the corresponding temperature as flexible temperature. 7. In case of obstacles, use the graphs (Refer to PER-TOF-TOD-50 INTRODUCTION ) to determine the corresponding weight penalty. LIMITATION CODES Ident.: PER-TOF-TOD-40-30-00001761.0002001 / 25 FEB 11 Applicable to: ALL

‐ 1 : ‐ 2 :

first segment second segment

CTV A320 FLEET FCOM

A to B →

PER-TOF-TOD-40-30 P 1/6 30 MAY 13




‐ ‐ ‐ ‐ ‐ ‐

3 5 6 7 8 9

Note:

: : : : : :

runway tire speed brake energy maximum computation weight final takeoff VMU 1. Limitation code 4 (obstacles) does not appear in quick reference tables. 2. VMC limitation appears with an asterisk (*) in the chart. CORRECTIONS FOR WIND AND RUNWAY SLOPE

Ident.: PER-TOF-TOD-40-30-00001762.0013001 / 04 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

Runway length (m) Effect per knot of head of wind wind add (meters) per percent uphill slope Effect of subtract (meters) runway per percent slope downhill slope add (meters)

1 500

1 750

2 000

2 250

2 500

2 750

3 000

3 250

3 500

6.5

7

8

8.5

9.5

10

11

11.5

12.5

160

215

270

325

380

435

490

545

600

17

23

29

36

42

48

55

61

67

CORRECTIONS FOR WIND AND RUNWAY SLOPE Ident.: PER-TOF-TOD-40-30-00001762.0168001 / 11 DEC 09 Applicable to: PK-GLH, PK-GLI

Runway length (ft) Effect per knot of head of wind wind add (feet) per percent uphill slope subtract (feet) Effect of runway slope per percent downhill slope add (feet)

CTV A320 FLEET FCOM

5 000

6 000

7 000

8 000

9 000

10 000

11 000

12 000

23

24

27

31

33

37

40

43

540

760

985

1 205

1 425

1 645

1 865

2 085

60

82

108

133

157

185

209

233

← B to C →

PER-TOF-TOD-40-30 P 2/6 30 MAY 13




CORRECTIONS FOR WIND AND RUNWAY SLOPE Ident.: PER-TOF-TOD-40-30-00001762.0491001 / 17 DEC 12 Applicable to: PK-GLX, PK-GLY

Runway length (m) Effect Per knot of head of wind wind add (meters) Effect of Per percent runway uphill slope slope subtract (meters)

1 500

1 750

2 000

2 250

2 500

2 750

3 000

3 250

3 500

6

7

7.5

8.5

9

9

9

9.5

9.5

210

275

335

400

465

530

590

655

715

EXAMPLE Ident.: PER-TOF-TOD-40-30-00001763.0339001 / 25 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

Pressure altitude : Temperature : Runway length : Wind : Slope : Takeoff configuration:

1 400 ft 30 °C 2 750 m 10 kt head 1 % up 1+F

DETERMINATION OF CORRECTED RUNWAY LENGTH (Refer to PER-TOF-TOD-40-30 CORRECTIONS FOR WIND AND RUNWAY SLOPE ) runway length .......................................................................................................................2 750 m correction for wind................................................................................................10 × 10 = + 100 m correction for slope................................................................................................................ - 435 m corrected runway length.....................................................................................................= 2 415 m DETERMINATION OF A CONSERVATIVE MAXIMUM TAKEOFF WEIGHT: (Refer to PER-TOF-TOD-40-40 CONFIGURATION 1+F / 2000 FT) ‐ Pressure altitude : 1 400 ft - Use the table for 2 000 ft. ‐ Enter the column corresponding to 2 250 m ‐ Read the maximum takeoff weight on the line corresponding to the temperature of 30 °C : 71 300 kg V1 = 140 kt, VR = 146 kt, V2 = 148 kt DETERMINATION OF A PRECISE FLEXIBLE TEMPERATURE FOR THE ACTUAL TAKEOFF WEIGHT OF 64 000 KG: (Refer to PER-TOF-TOD-40-40 CONFIGURATION 1+F / 1000 FT) CTV A320 FLEET FCOM

← C to D →

PER-TOF-TOD-40-30 P 3/6 30 MAY 13




(Refer to PER-TOF-TOD-40-40 CONFIGURATION 1+F / 2000 FT) ‐ Interpolate the temperature corresponding to 64 000 kg for the runway length of 2 415 m at 1 000 ft and 2 000 ft pressure altitude. Results : 1 000 ft : 66 °C, V1 = 138 kt, VR = 139 kt, V2 = 140 kt 2 000 ft : 61 °C, V1 = 137 kt, VR = 139 kt, V2 = 140 kt ‐ Interpolate between these two values to get the flexible temperature 1 400 ft : 64 °C, V1 = 137 kt, VR = 139 kt, V2 = 140 kt EXAMPLE Ident.: PER-TOF-TOD-40-30-00001763.0324001 / 25 MAR 11 Applicable to: PK-GLH, PK-GLI


1 400 ft 30 °C 10 000 ft 10 kt head 1 % up 1+F

DETERMINATION OF CORRECTED RUNWAY LENGTH (Refer to PER-TOF-TOD-40-30 CORRECTIONS FOR WIND AND RUNWAY SLOPE ) runway length .....................................................................................................................10 000 m correction for wind................................................................................................10 × 36 = + 360 m correction for slope.............................................................................................................. -1 640 m corrected runway length.....................................................................................................= 8 720 m DETERMINATION OF A CONSERVATIVE MAXIMUM TAKEOFF WEIGHT : (Refer to PER-TOF-TOD-40-40 CONFIGURATION 1+F / 2000 FT) ‐ Pressure altitude : 1 400 ft - Use the table for 2 000 ft. ‐ Enter the column corresponding to 8 000 ft ‐ Read the maximum takeoff weight on the line corresponding to the temperature of 30 °C : 163 300 lb V1 = 142 kt, VR = 148 kt, V2 = 150 kt DETERMINATION OF A PRECISE FLEXIBLE TEMPERATURE FOR THE ACTUAL TAKEOFF WEIGHT OF 145 000 LB : (Refer to PER-TOF-TOD-40-40 CONFIGURATION 1+F / 1000 FT) (Refer to PER-TOF-TOD-40-40 CONFIGURATION 1+F / 2000 FT) CTV A320 FLEET FCOM

←D→

PER-TOF-TOD-40-30 P 4/6 30 MAY 13




‐ Interpolate the temperature corresponding to 145 000 lb for the runway length of 8 720 m at 1 000 ft and 2 000 ft pressure altitude. Results : 1 000 ft : 61 °C, V1 = 143 kt, VR = 144 kt, V2 = 145 kt 2 000 ft : 57 °C, V1 = 142 kt, VR = 143 kt, V2 = 144 kt ‐ Interpolate between these two values to get the flexible temperature 1 400 ft : 60 °C, V1 = 142 kt, VR = 144 kt, V2 = 145 kt EXAMPLE Ident.: PER-TOF-TOD-40-30-00001763.0323001 / 25 MAR 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY


1 400 ft 30 °C 2 750 m 10 kt head 1 % up 1+F

DETERMINATION OF CORRECTED RUNWAY LENGTH (Refer to PER-TOF-TOD-40-30 CORRECTIONS FOR WIND AND RUNWAY SLOPE ) runway length .......................................................................................................................2 750 m correction for wind................................................................................................10 × 10 = + 100 m correction for slope................................................................................................................ - 435 m corrected runway length.....................................................................................................= 2 415 m DETERMINATION OF A CONSERVATIVE MAXIMUM TAKEOFF WEIGHT : (Refer to PER-TOF-TOD-40-40 CONFIGURATION 1+F / 2000 FT) ‐ Pressure altitude : 1 400 ft - Use the table for 2 000 ft. ‐ Enter the column corresponding to 2 250 m ‐ Read the maximum takeoff weight on the line corresponding to the temperature of 30 °C : 71 300 kg V1 = 139 kt, VR = 146 kt, V2 = 148 kt DETERMINATION OF A PRECISE FLEXIBLE TEMPERATURE FOR THE ACTUAL TAKEOFF WEIGHT OF 64000 KG : (Refer to PER-TOF-TOD-40-40 CONFIGURATION 1+F / 1000 FT) (Refer to PER-TOF-TOD-40-40 CONFIGURATION 1+F / 2000 FT) CTV A320 FLEET FCOM

←D→

PER-TOF-TOD-40-30 P 5/6 30 MAY 13




‐ Interpolate the temperature corresponding to 64 000 kg for the runway length of 2 415 m at 1 000 ft and 2 000 ft pressure altitude. Results : 1 000 ft : 61 °C, V1 = 138 kt, VR = 139 kt, V2 = 140 kt 2 000 ft : 57 °C, V1 = 137 kt, VR = 139 kt, V2 = 140 kt ‐ Interpolate between these two values to get the flexible temperature 1 400 ft : 59 °C, V1 = 137 kt, VR = 139 kt, V2 = 140 kt

CTV A320 FLEET FCOM

←D

PER-TOF-TOD-40-30 P 6/6 30 MAY 13




QUICK REFERENCE TABLES CONFIGURATION 1+F / 0 FT Ident.: PER-TOF-TOD-40-40-00001764.0327001 / 02 MAR 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

CTV A320 FLEET FCOM

A→

PER-TOF-TOD-40-40 P 1/46 30 MAY 13




CONFIGURATION 1+F / 0 FT Ident.: PER-TOF-TOD-40-40-00001764.0957001 / 02 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

←A→

PER-TOF-TOD-40-40 P 2/46 30 MAY 13




CONFIGURATION 1+F / 0 FT Ident.: PER-TOF-TOD-40-40-00001764.0328001 / 14 DEC 09 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

←A→

PER-TOF-TOD-40-40 P 3/46 30 MAY 13




CONFIGURATION 1+F / 0 FT Ident.: PER-TOF-TOD-40-40-00001764.1541001 / 14 DEC 12 Applicable to: PK-GLX, PK-GLY

TREF=44°C TMAX=55°C

QUICK REFERENCE TABLE - CONF 1+F - PRESSURE ALTITUDE = 0 FT - FWD CG

OAT (°C) -20 -10 0 10 20 30 40 44 46 48 50 52 54 56 58

CTV A320 FLEET FCOM

DRY RUNWAY SLOPE=0%

2250

80.4 3/9 150/53/55 79.4 3/9 148/52/54 78.3 3/9 146/51/53 77.2 3/9 145/50/52 76.0 3/9 144/49/51 74.7 3/9 142/48/50 73.6 3/9 141/47/49 73.1 3/9 140/47/49 72.1 3/9 140/46/48 71.1 3/9 140/45/47 70.2 3/9 139/44/46 69.2 3/9 139/43/45 68.3 3/9 139/42/44 67.3 3/9 138/41/43 66.3 3/9 138/40/42

MAX TO WEIGHT (1000KG) CODES IAS(KT) : V1/VR/V2 CORRECTED RUNWAY LENGTH (M)

2500

2750

83.1 3/6 155/56/58 82.2 3/6 153/55/57 81.3 3/6 151/54/56 80.3 3/6 149/53/55 79.2 3/6 147/52/54 78.1 3/6 145/51/53 76.9 3/6 144/50/52 76.5 3/6 143/50/51 75.6 3/6 144/49/51 74.6 3/9 144/48/50 73.4 3/9 144/48/49 72.3 3/9 143/47/48 71.2 3/9 143/46/47 70.1 3/9 143/45/46 68.9 3/9 142/43/45

84.0 3/9 154/57/59 83.3 3/6 152/56/58 82.4 3/6 150/55/57 81.5 3/6 148/54/56 80.5 3/6 146/53/55 79.4 3/6 144/52/54 78.4 3/6 142/51/53 78.0 3/6 142/51/53 77.1 3/6 142/50/52 76.1 6/9 143/50/51 75.2 6/9 144/49/50 74.2 6/9 145/48/50 73.2 3/9 146/48/49 72.1 3/6 147/47/48 70.7 3/3 147/47/48

←A→

3000

84.8 3/6 153/59/61 84.1 3/6 151/57/59 83.4 3/6 149/56/58 82.6 3/6 147/55/57 81.6 3/6 145/54/56 80.6 3/6 143/53/55 79.7 3/6 141/52/54 79.3 3/6 140/52/54 78.3 3/6 141/51/53 77.3 3/6 142/50/52 76.2 3/6 143/50/51 75.2 3/6 144/49/50 74.1 3/6 145/48/50 72.9 3/6 146/48/49 71.6 3/6 147/47/48

3250

85.5 3/6 153/61/63 84.9 3/6 150/58/60 84.2 3/6 148/57/59 83.5 3/6 146/56/58 82.6 3/6 144/55/57 81.7 3/6 142/55/56 80.8 3/6 140/54/55 80.5 3/6 139/53/55 79.4 3/9 140/52/54 78.3 3/6 141/51/53 77.1 3/6 142/50/52 76.0 3/6 143/50/51 74.7 3/6 144/49/50 73.4 6/9 145/48/49 72.1 3/6 147/50/51


PER-TOF-TOD-40-40 P 4/46 30 MAY 13





Continued from the previous page QUICK REFERENCE TABLE - CONF 1+F - PRESSURE ALTITUDE = 0 FT - FWD CG

OAT (°C) 60 62 64 66 68

CTV A320 FLEET FCOM

DRY RUNWAY SLOPE=0%

2250

65.3 3/9 138/39/41 64.3 3/9 137/38/40 63.4 3/9 137/37/38 62.2 3/9 136/36/37 61.0 3/9 135/35/36


2500

2750

67.7 3/9 142/42/43 66.4 3/9 141/41/42 65.2 3/3 142/42/43 63.9 3/3 142/42/42 62.6 3/3 142/42/42

69.3 3/3 147/47/48 67.9 3/3 147/47/48 66.6 3/3 147/47/47 65.2 3/3 147/47/47 63.8 3/3 146/46/46

←A

3000

70.4 3/6 148/49/49 69.1 3/6 150/50/51 67.7 3/6 150/50/51 66.2 3/3 149/49/49 64.7 3/3 148/48/48

3250

70.9 3/6 148/50/51 69.7 3/6 148/49/50 68.4 3/6 150/50/51 66.9 3/6 152/52/53 65.4 3/3 151/51/52

PER-TOF-TOD-40-40 P 5/46 30 MAY 13




CONFIGURATION 1+F / 1000 FT Ident.: PER-TOF-TOD-40-40-00001765.0348001 / 02 MAR 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

CTV A320 FLEET FCOM

B→

PER-TOF-TOD-40-40 P 6/46 30 MAY 13





CTV A320 FLEET FCOM

←B→

PER-TOF-TOD-40-40 P 7/46 30 MAY 13







OAT (°C) -20 -10 0 10 20 30 40 42 44 46 48 50 52 54 56

CTV A320 FLEET FCOM

DRY RUNWAY SLOPE=0%

2250

78.8 3/9 148/51/54 77.8 3/9 147/50/53 76.6 3/9 145/50/52 75.5 3/9 144/49/51 74.2 3/9 142/48/50 73.0 3/9 141/47/49 71.9 3/9 139/46/48 71.7 3/9 139/46/48 70.7 3/9 139/45/47 69.8 3/9 138/44/46 68.9 3/9 138/43/45 67.9 3/9 138/42/44 67.0 3/9 137/41/43 66.1 3/9 137/40/42 65.1 3/9 137/39/41


2500

2750

81.7 3/3 153/54/57 80.8 3/6 151/54/56 79.8 3/6 149/53/55 78.8 3/6 148/52/54 77.6 3/9 145/51/52 76.5 3/6 144/50/52 75.4 3/6 143/49/51 75.1 3/6 142/49/51 74.2 3/9 143/48/50 73.1 3/9 143/47/49 72.0 3/9 142/47/48 71.0 3/9 142/46/47 69.9 3/9 142/45/46 68.9 3/9 141/44/45 67.7 3/9 141/42/44

82.7 3/6 153/56/58 81.9 3/6 150/55/57 81.0 3/6 148/54/56 80.1 3/6 146/53/55 79.0 3/6 145/52/54 78.0 3/6 143/51/53 76.9 3/6 141/50/52 76.6 6/9 141/50/52 75.7 3/6 142/49/51 74.8 6/9 142/49/50 73.9 3/6 143/48/50 73.0 3/6 144/48/49 72.0 6/9 145/47/48 71.0 3/6 146/46/47 69.7 3/3 145/46/47

←B→

3000

83.5 3/6 152/56/58 82.8 3/6 149/56/58 82.0 3/6 147/55/57 81.2 3/6 145/54/56 80.2 3/6 143/53/55 79.2 3/6 142/52/54 78.3 3/6 140/51/53 78.1 3/6 140/51/53 77.0 3/9 140/50/52 76.0 3/6 141/50/51 75.0 3/6 142/49/50 74.0 3/6 143/48/50 72.9 3/6 144/48/49 71.8 3/6 145/47/48 70.7 3/6 146/46/47

3250

84.3 3/6 151/58/60 83.6 3/6 149/57/58 82.9 3/6 146/56/58 82.2 3/6 144/55/57 81.3 3/6 143/54/56 80.3 3/6 141/53/55 79.5 3/6 139/53/54 79.3 3/6 139/52/54 78.2 3/6 139/51/53 77.1 3/6 140/51/52 76.0 3/6 141/50/51 74.8 3/6 142/49/50 73.7 3/6 143/48/49 72.5 3/6 144/48/48 71.2 6/9 145/46/47


PER-TOF-TOD-40-40 P 8/46 30 MAY 13






OAT (°C) 58 60 62 64 66

CTV A320 FLEET FCOM

DRY RUNWAY SLOPE=0%

2250

64.1 3/9 136/38/39 63.1 3/9 136/37/38 62.2 3/9 136/36/37 61.2 3/9 135/35/36 60.0 3/9 134/34/35


2500

2750

66.6 3/9 141/41/42 65.4 3/9 140/40/41 64.0 3/9 138/38/39 62.9 3/3 140/40/41 61.6 3/3 140/40/40

68.2 3/3 145/45/46 66.9 3/3 145/45/46 65.5 3/3 145/45/46 64.2 3/3 145/45/46 62.8 3/3 143/43/44

←B→

3000

69.4 3/6 147/47/48 68.0 3/6 149/49/50 66.5 3/3 149/49/50 65.2 3/3 148/48/48 63.8 3/3 147/47/47

3250

69.9 3/6 146/48/48 68.7 3/6 148/48/49 67.4 3/6 149/49/50 65.9 3/6 151/51/51 64.4 3/3 150/50/51

PER-TOF-TOD-40-40 P 9/46 30 MAY 13




CONFIGURATION 1+F / 1000 FT Ident.: PER-TOF-TOD-40-40-00001765.0349001 / 02 MAR 11 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

←B

PER-TOF-TOD-40-40 P 10/46 30 MAY 13




CONFIGURATION 1+F / 2000 FT Ident.: PER-TOF-TOD-40-40-00001766.0324001 / 04 MAR 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

CTV A320 FLEET FCOM

C→

PER-TOF-TOD-40-40 P 11/46 30 MAY 13





CTV A320 FLEET FCOM

←C→

PER-TOF-TOD-40-40 P 12/46 30 MAY 13




CONFIGURATION 1+F / 2000 FT Ident.: PER-TOF-TOD-40-40-00001766.0325001 / 14 DEC 09 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

←C→

PER-TOF-TOD-40-40 P 13/46 30 MAY 13







OAT (°C) -20 -10 0 10 20 30 40 42 44 46 48 50 52 54 56

CTV A320 FLEET FCOM

DRY RUNWAY SLOPE=0%

2250

77.2 3/9 147/50/52 76.0 3/9 145/49/52 74.8 3/9 144/49/51 73.6 3/9 142/48/50 72.4 3/9 141/47/49 71.3 3/9 139/46/48 70.3 3/9 138/45/47 69.4 3/9 138/44/46 68.4 3/9 137/43/45 67.5 3/9 137/42/44 66.6 3/9 136/41/43 65.7 3/9 136/40/42 64.8 3/9 136/39/41 63.9 3/9 135/38/39 62.9 3/9 135/37/38


2500

80.2 3/9 152/53/55 79.3 3/9 150/52/54 78.3 3/9 148/51/53 77.3 3/9 146/51/52 76.1 3/6 145/50/52 74.8 6/9 143/49/51 73.7 3/6 142/48/50 72.7 3/9 142/47/49 71.6 3/9 141/46/48 70.6 3/9 141/45/47 69.6 3/9 141/44/46 68.6 3/9 140/43/45 67.6 3/9 140/42/44 66.5 3/9 140/41/42 65.4 3/9 139/40/41

←C→

2750

81.3 3/6 151/54/56 80.5 3/6 149/54/55 79.6 3/6 147/53/55 78.6 3/6 145/52/54 77.5 3/6 143/51/53 76.4 3/6 142/50/52 75.2 6/9 140/49/51 74.3 6/9 141/49/50 73.4 3/6 142/48/50 72.6 3/6 142/47/49 71.7 6/9 143/47/48 70.9 3/9 144/46/47 69.8 3/9 144/45/46 68.6 3/3 144/44/45 67.1 3/3 144/44/45

3000

82.2 3/6 150/55/57 81.5 3/6 148/55/56 80.6 3/6 146/54/56 79.7 3/6 144/53/55 78.7 3/6 142/52/54 77.7 3/6 141/51/53 76.7 3/6 139/50/52 75.7 3/6 140/50/51 74.7 3/6 141/49/50 73.7 3/6 141/48/50 72.7 3/6 142/48/49 71.8 3/6 143/47/48 70.7 3/6 144/46/47 69.6 3/6 145/45/46 68.3 3/6 146/46/47

3250

82.9 3/6 149/56/58 82.3 3/6 147/55/57 81.6 3/6 145/55/57 80.8 3/6 143/54/56 79.8 3/6 141/53/55 78.9 3/6 139/52/54 78.0 3/6 138/51/53 76.9 3/6 139/51/52 75.8 3/6 139/50/51 74.7 3/6 140/49/50 73.6 3/6 141/49/50 72.5 3/6 142/48/49 71.3 3/6 143/47/48 70.1 3/6 144/45/46 68.8 3/3 145/47/47


PER-TOF-TOD-40-40 P 14/46 30 MAY 13






OAT (°C) 58 60 62 64

CTV A320 FLEET FCOM

DRY RUNWAY SLOPE=0%

2250

62.0 3/9 135/36/37 60.9 3/9 134/35/36 60.0 3/9 134/34/35 58.9 3/9 133/33/34


2500

2750

64.3 3/9 139/39/40 63.0 3/3 139/39/40 61.8 3/3 139/39/40 60.5 3/3 138/38/39

65.7 3/3 144/44/45 64.4 3/3 144/44/44 63.1 3/3 143/43/44 61.7 3/3 142/42/42

←C

3000

66.9 3/6 148/48/48 65.4 3/3 148/48/48 64.1 3/3 147/47/47 62.7 3/3 145/45/45

3250

67.6 3/6 147/47/48 66.2 3/6 148/48/49 64.8 3/3 149/49/49 63.4 3/3 148/48/49

PER-TOF-TOD-40-40 P 15/46 30 MAY 13




CONFIGURATION 2 / PRESSURE ALTITUDE = 0 FT Ident.: PER-TOF-TOD-40-40-00001767.0323001 / 18 MAR 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

CTV A320 FLEET FCOM

D→

PER-TOF-TOD-40-40 P 16/46 30 MAY 13




CONFIGURATION 2 / PRESSURE ALTITUDE = 0 FT Ident.: PER-TOF-TOD-40-40-00001767.0339001 / 18 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

←D→

PER-TOF-TOD-40-40 P 17/46 30 MAY 13




CONFIGURATION 2 / PRESSURE ALTITUDE = 0 FT Ident.: PER-TOF-TOD-40-40-00001767.0324001 / 15 DEC 09 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

←D→

PER-TOF-TOD-40-40 P 18/46 30 MAY 13




CONFIGURATION 2 / PRESSURE ALTITUDE = 0 FT Ident.: PER-TOF-TOD-40-40-00001767.1063001 / 14 DEC 12 Applicable to: PK-GLX, PK-GLY


QUICK REFERENCE TABLE - CONF 2 - PRESSURE ALTITUDE = 0 FT - FWD CG

OAT (°C) -20 -10 0 10 20 30 40 44 46 48 50 52 54 56 58

CTV A320 FLEET FCOM

DRY RUNWAY SLOPE=0%

2000

78.5 3/9 141/43/47 77.5 3/9 140/42/47 76.4 3/9 138/41/46 75.3 3/9 137/41/45 74.1 3/9 135/40/44 72.9 3/9 134/39/43 71.9 3/9 133/38/42 71.5 3/9 132/38/42 70.5 3/9 132/37/41 69.6 3/9 131/36/40 68.6 3/9 131/35/39 67.7 3/9 131/34/38 66.7 3/9 131/33/37 65.8 3/9 130/33/36 64.8 3/9 130/32/35


2250

2500

81.4 3/3 147/47/51 80.7 3/9 145/45/50 79.9 3/9 143/44/49 79.0 3/9 141/44/48 78.0 3/9 140/43/47 76.9 3/9 138/42/46 75.9 3/9 137/41/45 75.4 3/9 136/41/45 74.3 3/9 136/40/44 73.2 3/9 136/40/44 72.1 3/9 136/39/43 71.0 3/9 136/38/42 69.9 3/9 135/37/40 68.8 3/9 135/36/39 67.6 3/9 135/35/38

83.5 3/3 152/52/57 82.9 3/3 150/50/55 82.3 3/6 148/48/53 81.6 3/6 146/46/50 80.7 3/6 144/45/50 79.8 3/6 142/44/49 78.9 3/6 140/44/48 78.5 3/6 140/43/47 77.5 3/6 141/43/47 76.2 3/9 140/42/46 75.0 3/9 140/41/45 73.7 3/9 140/40/44 72.3 3/3 140/40/43 70.9 3/3 140/40/43 69.5 3/3 140/40/43

←D→

2750

84.4 3/6 151/53/58 83.9 3/6 149/50/55 83.2 3/6 147/49/54 82.5 3/9 145/47/51 81.7 3/6 143/46/50 80.8 3/6 141/45/50 80.0 3/9 139/45/49 79.7 3/6 139/44/49 78.6 3/6 140/44/47 77.5 3/6 140/43/47 76.3 3/6 141/42/46 75.1 3/6 142/42/46 73.8 3/6 143/43/47 72.5 3/6 144/44/48 70.9 3/3 144/44/48

3000

85.2 3/6 151/54/59 84.6 3/6 149/52/57 83.9 3/6 146/52/56 83.3 3/6 144/49/53 82.5 3/6 142/47/52 81.7 6/9 140/46/51 81.0 3/6 139/46/50 80.7 3/6 138/45/50 79.5 6/9 139/44/48 78.3 3/6 140/43/47 77.1 3/6 141/43/47 75.8 3/6 142/43/46 74.6 3/6 143/43/47 73.3 3/6 144/44/47 71.9 3/6 145/45/49


PER-TOF-TOD-40-40 P 19/46 30 MAY 13





Continued from the previous page QUICK REFERENCE TABLE - CONF 2 - PRESSURE ALTITUDE = 0 FT - FWD CG

OAT (°C) 60 62 64 66 68

CTV A320 FLEET FCOM

DRY RUNWAY SLOPE=0%

2000

63.8 3/9 130/31/34 62.9 3/9 129/30/33 61.8 3/3 129/29/32 60.6 3/3 128/28/31 59.4 3/3 127/27/30


2250

2500

66.3 3/3 135/35/38 65.1 3/3 135/35/37 63.9 3/3 134/34/37 62.6 3/3 134/34/37 61.4 3/3 133/33/35

68.1 3/3 140/40/43 66.8 3/3 140/40/42 65.4 3/3 139/39/42 64.1 3/3 138/38/41 62.7 3/3 137/37/39

←D

2750

69.4 3/3 144/44/48 68.0 3/3 144/44/47 66.6 3/3 143/43/46 65.2 3/3 142/42/45 63.8 3/3 140/40/43

3000

70.5 3/6 146/47/50 69.0 3/3 147/47/50 67.6 3/3 146/46/49 66.1 3/3 145/45/48 64.7 3/3 143/43/46

PER-TOF-TOD-40-40 P 20/46 30 MAY 13




CONFIGURATION 2 / PRESSURE ALTITUDE = 1000 FT Ident.: PER-TOF-TOD-40-40-00001768.0419001 / 08 FEB 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

E→

PER-TOF-TOD-40-40 P 21/46 30 MAY 13




CONFIGURATION 2 / PRESSURE ALTITUDE = 1000 FT Ident.: PER-TOF-TOD-40-40-00001768.0142001 / 08 FEB 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

CTV A320 FLEET FCOM

←E→

PER-TOF-TOD-40-40 P 22/46 30 MAY 13




CONFIGURATION 2 / PRESSURE ALTITUDE = 1000 FT Ident.: PER-TOF-TOD-40-40-00001768.0143001 / 08 FEB 11 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

←E→

PER-TOF-TOD-40-40 P 23/46 30 MAY 13







OAT (°C) -20 -10 0 10 20 30 40 42 44 46 48 50 52 54 56

CTV A320 FLEET FCOM

DRY RUNWAY SLOPE=0%

2000

76.9 3/9 140/42/46 75.9 3/9 138/41/46 74.7 3/9 137/40/45 73.6 3/9 135/40/44 72.4 3/9 134/39/43 71.3 3/9 132/38/42 70.3 3/9 131/37/41 70.1 3/9 131/37/41 69.2 3/9 131/36/40 68.3 3/9 130/35/39 67.4 3/9 130/34/38 66.5 3/9 130/33/37 65.5 3/9 129/32/36 64.6 3/9 129/32/35 63.6 3/9 129/31/34


2250

2500

80.0 3/3 145/45/49 79.3 3/9 143/44/48 78.4 3/9 141/43/47 77.4 3/9 140/42/47 76.4 3/9 138/42/46 75.2 3/9 137/41/45 74.2 3/9 136/40/44 74.0 3/9 135/40/44 72.8 3/9 135/40/43 71.8 3/9 135/39/42 70.8 3/9 135/38/41 69.7 3/9 134/37/40 68.7 3/9 134/36/39 67.6 3/9 134/35/38 66.5 3/9 133/34/37

82.2 3/3 150/50/55 81.6 3/6 148/48/53 80.9 3/6 146/46/51 80.2 3/9 144/45/49 79.3 3/6 143/44/48 78.4 3/6 141/43/47 77.5 3/6 139/43/47 77.2 3/6 139/43/47 76.1 3/9 139/42/46 74.9 3/9 139/41/45 73.7 3/9 139/41/44 72.4 3/9 139/40/43 71.2 3/9 139/39/42 69.8 3/3 138/38/41 68.5 3/3 138/38/41

←E→

2750

83.2 3/6 150/51/55 82.6 3/6 148/49/54 81.9 3/6 146/48/52 81.2 3/6 144/46/50 80.4 3/6 142/45/49 79.5 3/9 140/44/48 78.7 3/6 138/44/48 78.5 3/6 138/44/48 77.4 3/6 139/43/47 76.3 3/6 140/42/46 75.2 3/6 140/42/45 74.0 3/6 141/41/45 72.8 3/6 142/42/46 71.4 3/3 143/43/46 69.9 3/3 143/43/46

3000

83.9 3/6 149/53/58 83.3 3/6 147/51/56 82.6 3/6 145/51/55 82.0 3/6 143/47/51 81.2 3/6 141/46/50 80.4 3/9 139/45/49 79.7 3/6 137/45/49 79.5 3/9 137/45/49 78.3 3/9 138/44/47 77.1 3/6 139/43/46 75.9 3/9 139/42/46 74.8 3/6 141/42/45 73.6 3/6 142/42/45 72.3 3/6 143/43/46 70.9 3/6 144/44/47


PER-TOF-TOD-40-40 P 24/46 30 MAY 13






OAT (°C) 58 60 62 64 66

CTV A320 FLEET FCOM

DRY RUNWAY SLOPE=0%

2000

62.7 3/9 128/30/33 61.7 3/9 128/29/32 60.7 3/9 128/28/31 59.6 3/9 127/27/29 58.5 3/3 126/26/29


2250

2500

65.2 3/3 133/33/36 64.0 3/3 133/33/36 62.8 3/3 133/33/36 61.6 3/3 132/32/35 60.3 3/3 131/31/34

67.1 3/3 138/38/41 65.7 3/3 138/38/41 64.4 3/3 137/37/40 63.1 3/3 136/36/39 61.8 3/3 135/35/38

←E

2750

68.4 3/3 143/43/46 67.0 3/3 143/43/45 65.6 3/3 141/41/44 64.2 3/3 141/41/43 62.8 3/3 139/39/42

3000

69.4 3/6 145/46/49 67.9 3/3 145/45/48 66.5 3/3 144/44/47 65.1 3/3 143/43/46 63.7 3/3 142/42/45

PER-TOF-TOD-40-40 P 25/46 30 MAY 13




CONFIGURATION 2 / PRESSURE ALTITUDE = 2000 FT Ident.: PER-TOF-TOD-40-40-00001769.0165001 / 18 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

F→

PER-TOF-TOD-40-40 P 26/46 30 MAY 13





CTV A320 FLEET FCOM

←F→

PER-TOF-TOD-40-40 P 27/46 30 MAY 13




CONFIGURATION 2 / PRESSURE ALTITUDE = 2000 FT Ident.: PER-TOF-TOD-40-40-00001769.0150001 / 15 DEC 09 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

←F→

PER-TOF-TOD-40-40 P 28/46 30 MAY 13







OAT (°C) -20 -10 0 10 20 30 40 42 44 46 48 50 52 54 56

CTV A320 FLEET FCOM

DRY RUNWAY SLOPE=0%

2000

75.2 3/9 138/41/45 74.1 3/9 137/40/45 73.0 3/9 135/40/44 71.9 3/9 134/39/43 70.8 3/9 132/38/42 69.8 3/9 131/36/41 68.8 3/9 130/35/40 67.9 3/9 129/35/39 67.0 3/9 129/34/38 66.1 3/9 129/33/37 65.2 3/9 128/32/36 64.3 3/9 128/31/35 63.4 3/9 128/30/34 62.4 3/9 128/30/33 61.5 3/9 127/29/32


2250

2500

78.6 3/9 143/44/48 77.7 3/9 141/43/47 76.8 3/9 140/42/46 75.7 3/9 138/42/46 74.6 3/9 137/41/45 73.5 3/9 135/40/44 72.4 3/9 134/39/43 71.4 3/9 134/39/42 70.4 3/9 134/38/41 69.4 3/9 133/37/40 68.4 3/9 133/36/39 67.4 3/9 133/35/38 66.4 3/9 132/34/37 65.3 3/9 132/33/36 64.2 3/3 132/32/35

80.8 3/3 148/48/53 80.1 3/3 146/46/51 79.5 3/9 145/45/49 78.7 3/9 143/44/48 77.8 3/9 141/43/47 76.9 3/9 140/43/46 75.9 3/6 138/42/46 74.7 3/9 138/41/45 73.5 3/9 138/41/44 72.3 3/9 138/40/43 71.1 3/9 137/39/42 70.0 3/9 137/38/41 68.7 3/3 137/37/40 67.3 3/3 137/37/40 66.0 3/3 137/37/40

←F→

2750

81.9 3/6 149/49/54 81.2 3/6 147/47/51 80.6 3/6 144/46/50 79.8 3/6 142/45/49 79.0 3/6 141/44/48 78.1 3/6 139/43/47 77.2 3/6 137/43/47 76.2 3/6 138/42/46 75.1 6/9 139/42/45 74.0 3/9 140/41/44 72.9 3/6 140/41/44 71.7 3/6 141/42/45 70.3 3/3 141/42/45 68.8 3/3 141/42/45 67.3 3/3 141/41/44

3000

82.6 3/6 148/52/57 82.0 3/6 146/50/55 81.3 3/6 144/47/51 80.7 3/6 142/46/50 79.9 6/9 140/45/49 79.1 3/9 138/44/48 78.3 3/6 136/44/48 77.2 3/6 137/43/47 76.0 3/6 138/42/46 74.8 3/6 139/42/45 73.6 3/6 140/41/44 72.4 3/6 141/41/44 71.2 3/6 142/42/45 69.9 3/6 143/43/46 68.4 3/6 145/45/48


PER-TOF-TOD-40-40 P 29/46 30 MAY 13






OAT (°C) 58 60 62 64

CTV A320 FLEET FCOM

DRY RUNWAY SLOPE=0%

2000

60.5 3/9 127/28/31 59.5 3/9 126/27/30 58.5 3/9 126/26/28 57.4 3/9 125/25/27


2250

2500

62.9 3/3 132/32/35 61.7 3/3 132/32/34 60.5 3/3 131/31/33 59.3 3/3 130/30/32

64.6 3/3 137/37/39 63.2 3/3 136/36/38 62.0 3/3 135/35/38 60.7 3/3 134/34/37

←F

2750

65.9 3/3 141/41/44 64.5 3/3 140/40/42 63.1 3/3 139/39/42 61.8 3/3 139/39/41

3000

66.9 3/3 145/45/47 65.4 3/3 143/43/46 64.0 3/3 142/42/45 62.6 3/3 141/41/43

PER-TOF-TOD-40-40 P 30/46 30 MAY 13




CONFIGURATION 3 / PRESSURE ALTITUDE = 0 FT Ident.: PER-TOF-TOD-40-40-00001770.0017001 / 04 MAR 11 Applicable to: PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

G→

PER-TOF-TOD-40-40 P 31/46 30 MAY 13




CONFIGURATION 3 / PRESSURE ALTITUDE = 0 FT Ident.: PER-TOF-TOD-40-40-00001770.0344001 / 07 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD

CTV A320 FLEET FCOM

←G→

PER-TOF-TOD-40-40 P 32/46 30 MAY 13





CTV A320 FLEET FCOM

←G→

PER-TOF-TOD-40-40 P 33/46 30 MAY 13




CONFIGURATION 3 / PRESSURE ALTITUDE = 0 FT Ident.: PER-TOF-TOD-40-40-00001770.0068001 / 07 MAR 11 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

←G→

PER-TOF-TOD-40-40 P 34/46 30 MAY 13







OAT (°C) -20 -10 0 10 20 30 40 44 46 48 50 52 54 56 58

CTV A320 FLEET FCOM

DRY RUNWAY SLOPE=0%

1750

76.0 3/9 134/35/40 75.0 3/9 133/35/40 73.9 3/9 131/34/39 72.8 3/9 130/33/38 71.7 3/9 128/32/37 70.7 3/9 127/31/36 69.7 3/9 126/30/35 69.3 3/9 125/30/35 68.4 3/9 125/29/34 67.5 3/9 125/28/33 66.6 3/9 124/27/32 65.7 3/9 124/27/31 64.7 3/9 124/26/30 63.8 3/9 124/25/29 62.8 3/9 123/24/28


2000

79.3 3/3 141/41/45 78.6 3/3 138/38/43 77.9 3/9 137/37/41 77.1 3/9 135/36/41 76.0 3/9 133/36/40 74.9 3/9 132/35/40 73.9 3/9 131/34/39 73.5 3/9 130/34/39 72.4 3/9 130/33/38 71.3 3/9 130/32/37 70.3 3/9 130/31/36 69.2 3/9 129/31/35 68.1 3/9 129/30/33 66.9 3/3 129/29/33 65.6 3/3 129/29/32

←G→

2250

81.8 3/3 147/47/50 81.2 3/3 145/45/48 80.5 3/3 143/43/46 79.9 3/3 141/41/45 79.1 3/3 139/39/43 78.3 3/9 137/38/42 77.5 3/9 135/37/41 77.2 3/9 135/37/41 75.9 3/9 135/36/40 74.6 3/9 134/35/39 73.2 3/3 134/35/39 71.8 3/3 134/35/39 70.4 3/3 134/34/38 69.1 3/3 134/34/38 67.8 3/3 134/34/38

2500

83.8 3/3 153/53/56 83.3 3/3 151/51/54 82.7 3/3 149/49/52 82.1 3/6 146/46/50 81.3 3/6 144/44/48 80.5 3/6 142/42/46 79.8 3/6 140/40/44 79.5 3/6 139/39/43 78.3 3/3 140/40/44 76.9 3/3 140/40/43 75.4 3/3 140/40/43 73.9 3/3 139/40/43 72.4 3/3 139/40/43 70.9 3/3 140/40/43 69.4 3/3 139/39/43

2750

84.8 3/6 153/54/57 84.3 3/6 151/52/55 83.7 3/6 148/49/52 83.0 3/6 146/48/51 82.1 3/6 143/48/51 81.4 3/6 141/45/48 80.7 3/6 139/44/47 80.4 3/9 138/40/44 79.2 3/6 139/40/44 78.0 3/6 140/42/45 76.8 3/6 141/41/45 75.4 3/6 143/43/46 73.9 3/6 144/44/47 72.3 3/3 145/45/48 70.7 3/3 144/44/47


PER-TOF-TOD-40-40 P 35/46 30 MAY 13






OAT (°C) 60 62 64 66 68

CTV A320 FLEET FCOM

DRY RUNWAY SLOPE=0%

1750

61.8 3/9 123/23/27 60.6 3/9 122/22/25 59.5 3/3 122/22/25 58.4 3/3 121/21/24 57.2 3/3 122/22/25


2000

2250

64.3 3/3 129/29/32 63.2 3/3 129/29/32 62.0 3/3 129/29/32 60.7 3/3 127/27/31 59.5 3/3 127/27/30

66.4 3/3 134/34/38 65.1 3/3 134/34/37 63.8 3/3 134/34/37 62.6 3/3 132/32/35 61.3 3/3 132/32/35

←G

2500

68.0 3/3 138/38/42 66.6 3/3 138/38/41 65.3 3/3 137/37/40 63.9 3/3 135/35/39 62.6 3/3 134/34/37

2750

69.1 3/3 142/42/45 67.7 3/3 141/42/45 66.4 3/3 141/41/43 65.0 3/3 140/40/43 63.5 3/3 139/39/42

PER-TOF-TOD-40-40 P 36/46 30 MAY 13





CTV A320 FLEET FCOM

H→

PER-TOF-TOD-40-40 P 37/46 30 MAY 13





CTV A320 FLEET FCOM

←H→

PER-TOF-TOD-40-40 P 38/46 30 MAY 13





CTV A320 FLEET FCOM

←H→

PER-TOF-TOD-40-40 P 39/46 30 MAY 13







OAT (°C) -20 -10 0 10 20 30 40 42 44 46 48 50 52 54 56

CTV A320 FLEET FCOM

DRY RUNWAY SLOPE=0%

1750

74.4 3/9 133/34/39 73.4 3/9 131/34/39 72.3 3/9 130/33/38 71.3 3/9 128/32/37 70.2 3/9 127/31/36 69.2 3/9 126/30/35 68.3 3/9 124/29/34 68.1 3/9 124/29/33 67.1 3/9 124/28/33 66.2 3/9 124/27/32 65.4 3/9 123/26/31 64.5 3/9 123/26/30 63.5 3/9 123/25/29 62.6 3/9 123/24/28 61.6 3/9 122/23/27


2000

78.0 3/3 139/39/43 77.3 3/3 137/37/41 76.4 3/9 135/36/41 75.5 3/9 133/35/40 74.4 3/9 132/35/39 73.3 3/9 131/34/39 72.3 3/9 129/33/38 72.1 3/9 129/33/38 71.0 3/9 129/32/37 70.0 3/9 129/31/36 69.0 3/9 128/30/34 68.0 3/9 128/29/33 66.9 3/9 128/29/32 65.8 3/9 128/28/31 64.5 3/3 128/28/31

←H→

2250

80.5 3/3 145/45/49 79.9 3/3 143/43/47 79.2 3/3 141/41/45 78.5 3/3 139/39/43 77.7 3/9 137/37/41 76.8 3/9 135/37/41 76.0 3/9 134/36/40 75.8 3/9 134/36/40 74.5 3/9 134/35/39 73.2 3/9 133/34/38 72.0 3/9 133/34/37 70.7 3/3 133/33/37 69.3 3/3 133/33/37 68.0 3/3 133/33/37 66.7 3/3 133/33/36

2500

82.5 3/3 151/51/54 82.0 3/3 149/49/52 81.4 3/3 147/47/50 80.7 3/3 144/44/48 80.0 3/3 142/42/46 79.2 3/3 141/41/44 78.6 3/6 139/39/43 78.4 3/6 138/38/42 77.0 3/3 138/38/42 75.6 3/3 138/38/42 74.2 3/3 138/38/42 72.7 3/3 138/38/42 71.3 3/3 138/38/42 69.9 3/3 138/38/42 68.4 3/3 138/38/41

2750

83.6 3/6 152/52/55 83.0 3/6 149/49/52 82.4 3/6 147/49/52 81.7 3/6 144/47/51 80.9 3/6 142/45/48 80.2 3/6 140/42/46 79.5 3/6 138/39/43 79.3 3/9 137/39/43 78.0 3/6 138/39/43 76.9 3/6 139/40/43 75.6 3/6 140/40/44 74.3 3/6 142/42/45 72.8 3/6 143/43/46 71.3 3/3 143/43/46 69.7 3/3 143/43/46


PER-TOF-TOD-40-40 P 40/46 30 MAY 13






OAT (°C) 58 60 62 64 66

CTV A320 FLEET FCOM

DRY RUNWAY SLOPE=0%

1750

60.6 3/9 122/22/26 59.5 3/9 121/21/24 58.4 3/9 120/20/23 57.4 3/9 119/19/22 56.2 3/9 118/18/21


2000

2250

63.3 3/3 127/27/31 62.0 3/3 127/27/31 60.9 3/3 127/27/30 59.7 3/3 126/26/29 58.5 3/3 125/25/28

65.4 3/3 133/33/36 64.0 3/3 132/32/36 62.8 3/3 131/31/35 61.5 3/3 131/31/34 60.3 3/3 130/30/33

←H

2500

66.9 3/3 137/37/41 65.5 3/3 136/36/40 64.2 3/3 135/35/38 61.8 3/9 124/24/27 61.5 3/3 133/33/36

2750

68.1 3/3 140/41/44 66.6 3/3 139/39/42 65.3 3/3 139/39/42 63.9 3/3 138/38/41 62.6 3/3 137/37/40

PER-TOF-TOD-40-40 P 41/46 30 MAY 13





CTV A320 FLEET FCOM

I→

PER-TOF-TOD-40-40 P 42/46 30 MAY 13





CTV A320 FLEET FCOM

←I→

PER-TOF-TOD-40-40 P 43/46 30 MAY 13





CTV A320 FLEET FCOM

←I→

PER-TOF-TOD-40-40 P 44/46 30 MAY 13







OAT (°C) -20 -10 0 10 20 30 40 42 44 46 48 50 52 54 56

CTV A320 FLEET FCOM

DRY RUNWAY SLOPE=0%

1750

72.8 3/9 131/33/38 71.7 3/9 130/33/37 70.7 3/9 128/32/36 69.7 3/9 127/31/35 68.7 3/9 126/30/34 67.7 3/9 124/29/33 66.7 3/9 123/28/32 65.9 3/9 123/27/31 65.0 3/9 122/26/30 64.1 3/9 122/25/29 63.2 3/9 122/24/28 62.3 3/9 122/24/28 61.4 3/9 121/23/27 60.5 3/9 121/22/26 59.5 3/9 121/21/25


2000

2250

76.5 3/3 137/37/41 75.7 3/9 135/36/40 74.7 3/9 134/35/40 73.7 3/9 132/35/39 72.7 3/9 131/34/38 71.6 3/9 129/33/37 70.7 3/9 128/32/36 69.7 3/9 128/31/35 68.7 3/9 127/30/34 67.7 3/9 127/29/33 66.7 3/9 127/28/32 65.7 3/9 127/27/31 64.7 3/9 126/27/30 63.4 3/9 125/25/29 62.2 3/3 126/26/29

79.1 3/3 143/43/47 78.4 3/3 141/41/45 77.7 3/3 139/39/43 77.1 3/3 137/37/41 76.2 3/9 135/36/41 75.3 3/9 134/36/40 74.3 3/9 132/35/39 73.1 3/9 132/34/39 71.8 3/9 132/34/38 70.7 3/9 132/32/36 69.5 3/3 132/32/36 68.2 3/3 132/32/35 66.9 3/3 132/32/35 65.6 3/3 132/32/35 64.3 3/3 131/31/35

←I→

2500

81.1 3/3 149/49/52 80.6 3/3 147/47/50 79.9 3/3 145/45/48 79.3 3/3 142/42/46 78.5 3/3 141/41/44 77.8 3/3 139/39/43 77.2 3/9 137/37/41 75.8 3/3 137/37/41 74.2 3/3 137/37/41 72.8 3/3 137/37/41 71.5 3/3 137/37/40 70.1 3/3 137/37/40 68.8 3/3 137/37/40 67.3 3/3 137/37/40 65.9 3/3 136/36/39

2750

82.3 3/6 150/50/53 81.7 3/6 147/47/51 81.1 3/6 145/47/50 80.4 3/6 142/45/48 79.6 3/6 140/42/46 78.8 3/6 138/40/44 78.2 6/9 136/38/42 76.9 3/6 137/38/42 75.6 3/6 138/40/43 74.4 3/6 139/40/43 73.1 3/6 141/41/44 71.6 3/3 142/42/45 70.1 3/3 142/42/45 68.6 3/3 141/41/44 67.1 3/3 139/39/42


PER-TOF-TOD-40-40 P 45/46 30 MAY 13






OAT (°C) 58 60 62 64

CTV A320 FLEET FCOM

DRY RUNWAY SLOPE=0%

1750

58.5 3/9 120/20/23 57.4 3/9 119/19/22 56.3 3/9 118/18/21 55.2 3/9 117/17/20


2000

2250

61.0 3/3 126/26/29 59.8 3/3 125/25/28 58.6 3/3 125/25/28 57.5 3/3 124/24/26

63.0 3/3 131/31/34 61.7 3/3 130/30/33 60.5 3/3 130/30/32 59.2 3/3 129/29/31

←I

2500

64.5 3/3 135/35/38 62.1 3/9 124/24/27 61.7 3/3 132/33/36 60.5 3/3 132/32/34

2750

65.6 3/3 138/38/41 64.2 3/3 137/37/40 62.9 3/3 136/36/39 61.5 3/3 136/36/39

PER-TOF-TOD-40-40 P 46/46 30 MAY 13


TAKEOFF DATA - NET TAKEOFF FLIGHT PATH


INTRODUCTION Ident.: PER-TOF-TOD-50-00001773.0001001 / 15 DEC 09 Applicable to: ALL

The following graphs enable the crew to quickly determine the takeoff performance out of an airport by positioning obstacles. They must be used with the corresponding quick reference table so as to determine weight decrement and required gradient. The net takeoff flight path and the associated weight decrement are conservative. HOW TO PROCEED Ident.: PER-TOF-TOD-50-00001774.0001001 / 03 MAR 11 Applicable to: ALL

1. Position the obstacle by entering its distance from end of runway and its height above the end of runway (No 35 ft margin is required as this is already included). In case of an ascending runway, increase the obstacle height by an additional value as indicated below each graph. 2. Read the associated weight correction. Interpolate if necessary. The second segment gradient is given for information only. 3. Decrease the takeoff speeds by 1 kt per 1 000 kg (0.5 kt per 1 000 lb) weight decrement. Limit the final speeds to the minimum values (Refer to PER-TOF-TOD-25-10 SPEEDS LIMITED BY VMC). Note:

In case of tailwind, do not use the obstacle clearance graphs.

CTV A320 FLEET FCOM

A to B





CLOSE OBSTACLE CLEARANCE CONF 1 + F Ident.: PER-TOF-TOD-50-00001775.0085001 / 26 NOV 12 Applicable to: PK-GLX, PK-GLY

Note:

In case of ascending runway, increase obstacle height by 50 ft per percent runway slope.

CTV A320 FLEET FCOM

C→





CLOSE OBSTACLE CLEARANCE CONF 1 + F Ident.: PER-TOF-TOD-50-00001775.0027001 / 11 DEC 09 Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

CTV A320 FLEET FCOM

←C→




Note:



CTV A320 FLEET FCOM

←C→





CLOSE OBSTACLE CLEARANCE CONF 1 + F Ident.: PER-TOF-TOD-50-00001775.0032001 / 11 DEC 09 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

←C→





Note:

In case of ascending runway, increase obstacle height by 50 ft per percent runway slope. REMOTE OBSTACLE CLEARANCE CONF 1 + F

Ident.: PER-TOF-TOD-50-00001776.0382001 / 26 NOV 12 Applicable to: PK-GLX, PK-GLY

Note:


CTV A320 FLEET FCOM

← C to D →





REMOTE OBSTACLE CLEARANCE CONF 1 + F Ident.: PER-TOF-TOD-50-00001776.0063001 / 08 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

Note:


CTV A320 FLEET FCOM

←D→





REMOTE OBSTACLE CLEARANCE CONF 1 + F Ident.: PER-TOF-TOD-50-00001776.0058001 / 08 MAR 11 Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

Note:


CTV A320 FLEET FCOM

←D





CLOSE OBSTACLE CLEARANCE CONF 2 Ident.: PER-TOF-TOD-50-00001777.0298001 / 26 NOV 12 Applicable to: PK-GLX, PK-GLY

Note:


CTV A320 FLEET FCOM

E→





CLOSE OBSTACLE CLEARANCE CONF 2 Ident.: PER-TOF-TOD-50-00001777.0049001 / 11 DEC 09 Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

CTV A320 FLEET FCOM

←E→




Note:



CTV A320 FLEET FCOM

←E→





CLOSE OBSTACLE CLEARANCE CONF 2 Ident.: PER-TOF-TOD-50-00001777.0054001 / 11 DEC 09 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

←E→





Note:

In case of ascending runway, increase obstacle height by 50 ft per percent runway slope. REMOTE OBSTACLE CLEARANCE CONF 2


Note:


CTV A320 FLEET FCOM

← E to F →





REMOTE OBSTACLE CLEARANCE CONF 2 Ident.: PER-TOF-TOD-50-00001778.0044001 / 08 MAR 11 Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

Note:


CTV A320 FLEET FCOM

←F→





REMOTE OBSTACLE CLEARANCE CONF 2 Ident.: PER-TOF-TOD-50-00001778.0260001 / 08 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

Note:


CTV A320 FLEET FCOM

←F





CLOSE OBSTACLE CLEARANCE CONF 3 Ident.: PER-TOF-TOD-50-00001779.0472001 / 26 NOV 12 Applicable to: PK-GLX, PK-GLY

Note:


CTV A320 FLEET FCOM

G→





CLOSE OBSTACLE CLEARANCE CONF 3 Ident.: PER-TOF-TOD-50-00001779.0223001 / 14 DEC 09 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

←G→




Note:


In case of ascending runway, increase obstacle height by 50 ft per percent runway slope. CLOSE OBSTACLE CLEARANCE CONF 3

Ident.: PER-TOF-TOD-50-00001779.0025001 / 14 DEC 09 Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

CTV A320 FLEET FCOM

←G→





Note:

In case of ascending runway, increase obstacle height by 50 ft per percent runway slope. REMOTE OBSTACLE CLEARANCE CONF 3


Note:


CTV A320 FLEET FCOM

← G to H →





REMOTE OBSTACLE CLEARANCE CONF 3 Ident.: PER-TOF-TOD-50-00001780.0025001 / 11 DEC 09 Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

CTV A320 FLEET FCOM

←H→




Note:



CTV A320 FLEET FCOM

←H→





REMOTE OBSTACLE CLEARANCE CONF 3 Ident.: PER-TOF-TOD-50-00001780.0030001 / 15 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

←H→




Note:



CTV A320 FLEET FCOM

←H






CTV A320 FLEET FCOM




RUNWAY CONTAMINATION - GENERAL

GENERAL Ident.: PER-TOF-CTA-10-00001781.0001001 / 21 MAR 11 Applicable to: ALL

This section presents the recommendations of Airbus for operations from wet runways or from runways which are covered with contaminants such as standing water, slush or snow. CAUTION

CTV A320 FLEET FCOM

Takeoff from an icy runway is not recommended.

A

PER-TOF-CTA-10 P 1/2 19 JUL 11





CTV A320 FLEET FCOM



RUNWAY CONTAMINATION - DEFINITIONS


DEFINITIONS Ident.: PER-TOF-CTA-20-00001782.0001001 / 22 MAY 13 Applicable to: ALL

DAMP

:

WET

:

STANDING WATER

:

SLUSH

:

WET SNOW

:

DRY SNOW

:

COMPACTED SNOW : ICY :

A runway is damp when the surface is not dry, but when the water on it does not give it a shiny appearance. A runway is considered as wet when the surface has a shiny appearance due to a thin layer of water. When this layer does not exceed 3 mm depth, there is no substantial risk of hydroplaning. is caused by heavy rainfall and /or insufficient runway drainage with a depth of more than 3 mm. is water saturated with snow which spatters when stepping firmly on it. It is encountered at temperatures around 5 °C and its density is approximately 0.85 kg/l (7.1 lb/US Gal). is a condition where, if compacted by hand, snow will stick together and tend to form a snowball. Its density is approximately 0.4 kg/l (3.35 lb/US Gal). is a condition where snow can be blown if loose, or if compacted by hand, will fall apart again upon release. Its density is approximately 0.2 kg/l (1.7 lb/US Gal). is a condition where snow has been compressed. is a condition where the friction coefficient is 0.05 or below. EQUIVALENCES

Ident.: PER-TOF-CTA-20-00014919.0002001 / 12 JUL 13 Applicable to: PK-GLX, PK-GLY

For the below-listed reported contaminants, the following equivalent runway conditions can be retained for the takeoff performance determination. Reported contaminant Type of contaminant Depth of contaminant Slush Water

Wet snow Dry snow

CTV A320 FLEET FCOM

≤ 3 mm (0.12 in) ≤ 3 mm (0.12 in) ≤ 3 mm (0.12 in) > 25.4 mm (1 in) ≤ 3 mm (0.12 in) > 101.6 mm (4 in)

A to B →

Equivalent Runway Condition Wet Takeoff not recommended Wet Takeoff not recommended





EQUIVALENCES Ident.: PER-TOF-CTA-20-00014919.0001001 / 12 JUL 13 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLH, PK-GLI, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

For the below-listed reported contaminants, the following equivalent runway conditions can be retained for the takeoff performance determination. Reported contaminant Type of contaminant Depth of contaminant Slush Water

Wet snow

Dry snow

CTV A320 FLEET FCOM

≤ 3 mm (0.12 in) ≤ 3 mm (0.12 in) ≤ 3 mm (0.12 in) ≤ 12.7 mm (1/2 in) ≤ 25.4 mm (1 in) > 25.4 mm (1 in) ≤ 3 mm (0.12 in) ≤ 50.8 mm (2 in) ≤ 101.6 mm (4 in) > 101.6 mm (4 in)

←B

Equivalent Runway Condition Wet 6.3 mm (1/4 in) Slush 12.7 mm (1/2 in) Slush Takeoff not recommended Wet 6.3 mm (1/4 in) Slush 12.7 mm (1/2 in) Slush Takeoff not recommended




RUNWAY CONTAMINATION - OPERATIONAL CONDITIONS

OPERATIONAL CONDITIONS Ident.: PER-TOF-CTA-30-00001783.0001001 / 14 DEC 09 Applicable to: ALL

Performance penalties for takeoff as published in this section are computed with the following assumptions : ‐ The contaminant is in a layer of uniform depth and density over the entire length of the runway. ‐ Antiskid and spoilers are operative. ‐ The friction coefficient is based on studies and checked by actual tests. ‐ The screen height at the end of takeoff segment is 15 ft, not 35 ft. In addition, for contaminated runways only : ‐ There is drag due to rolling resistance of the wheels. ‐ There is drag due to spray on the airframe and gears. ‐ Reverse thrust is used for the deceleration phase. ‐ Maximum thrust is used for takeoff. Note:

The net flight path clears obstacles by 15 ft instead of 35 ft.

CTV A320 FLEET FCOM

A




RUNWAY CONTAMINATION - OPERATIONAL CONDITIONS


CTV A320 FLEET FCOM




RUNWAY CONTAMINATION - TAKEOFF PERFORMANCE

TAKEOFF PERFORMANCE TAKEOFF PERFORMANCE Ident.: PER-TOF-CTA-40-10-00013660.0003001 / 04 MAR 11 Applicable to: ALL

CAUTION

The method is based on the use of the RTOW charts established at optimum V2/VS and optimum V1/VR. In addition, when applying corrections for a wet runway, the RTOW charts should also have been established with V1 min (minimum V1 of the V1 range). The method should not be used with takeoff charts computed for other conditions. All tables have been established for TOGA (and Flexible Takeoff for wet runways). Do not use them for Derated thrust.

Correct the determined maximum takeoff weight on dry runway to take into account QNH and bleed effects, then apply the corrections given on the following pages. Note:

1. The results obtained with this method may be different from the influence given at the bottom of the RTOW chart. 2. On contaminated runway, in some cases, no MTOW can be determined with this method (box dashed below a given weight). A specific RTOW chart must then be computed. 3. The published corrections are valid for charts calculated with forward CG and basic CG.

CTV A320 FLEET FCOM

A

PER-TOF-CTA-40-10 P 1/2 20 OCT 11





CTV A320 FLEET FCOM

PER-TOF-CTA-40-10 P 2/2 20 OCT 11




TAKEOFF FROM A WET RUNWAY HOW TO PROCEED Ident.: PER-TOF-CTA-40-20-00012966.0004001 / 24 MAR 11 Applicable to: ALL

1. Determine the maximum takeoff weight or flexible temperature and associated speeds on dry runway. 2. Two sets of tables are given depending on the use of thrust reversers and the presence of clearway. Select the table to use as applicable to your case. The runway length in the table corresponds to the available takeoff run (TORA). 3. Apply the corrections shown in the table to the maximum takeoff weight or flexible temperature and associated speeds determined on dry runway. 4. Check that takeoff speeds are greater than the minimum values shown on the RTOW chart. If one or more speeds are lower than these minimum values, apply the following procedure : ‐ Actual TOW = maximum TOW • If V1 is lower than the minimum V1 (V1 limited by VMCG), take this last value as V1 and further decrease weight by 3 000 kg (6 600 lb ) per knot difference between them. Check that VR and V2 are higher than or equal to the minimum values. • If VR or/and V2 falls below the minimum values, takeoff is not possible. ‐ Actual TOW lower than maximum TOW • If V1 corresponding to actual TOW is lower than the minimum V1 (V1 limited by VMCG) : ▪ If maximum TOW has a V1 equal to or above minimum V1, retain minimum V1 as V1 and decrease the flexible temperature by 4 °C per knot difference between them. ▪ In the rare case when the V1 corresponding to maximum TOW falls below the minimum V1, decrease maximum TOW by 3 000 kg (6 600 lb ) per knot difference between them. Limit the actual TOW to the value found after this decrement. Take V1 equal to minimum V1 and decrease the flexible temperature by 4 °C per knot difference between this last value and the V1 corresponding to the actual TOW. Check that VR and V2 are higher than or equal to the minimum values. • If VR or V2 corresponding to actual TOW falls below the minimum values, and if VR and V2 corresponding to maximum TOW are above the minimum values, retain the minimum speed value for VR and V2. 5. Check that V2 is above the minimum V2 value due to VMU (Refer to PER-TOF-TOD-25-10 SPEEDS LIMITED BY VMC). 6. Check that the corrected flexible temperature is higher than OAT and Tref.

CTV A320 FLEET FCOM

A→

PER-TOF-CTA-40-20 P 1/8 30 MAY 13




Note:

‐ Do not extrapolate below the shortest runway length provided in the table. ‐ If no minimum speed value is available, use the conservative values provided on Refer to PER-TOF-TOD-25-10 SPEEDS LIMITED BY VMC. NO THRUST REVERSERS OPERATIVE (NO CLEARWAY)

Ident.: PER-TOF-CTA-40-20-00012743.0244001 / 14 DEC 12 Applicable to: PK-GLX, PK-GLY

TAKEOFF CONFIGURATION RUNWAY LENGTH (m) (ft)

1+F

FLEX TO Temperature decrement (°C) MAX TO Weight decrement (1 000 kg) (1 000 lb) V1 decrement (kt) VR and V2 decrement (kt)

2

3

2 500 8 000

3 000 10 000

3 500 11 500 and above

2 000 6 500

2 500 8 000

3 000 2 000 10 000 6 500 and above

2 500 8 000

3 000 10 000 and above

16

20

15

28

16

19

30

14

17

6.8 15.0

9.4 20.8

7.7 17.0

10.5 23.2

6.9 15.3

10.0 22.1

12.0 26.5

6.9 15.3

8.9 19.7

15

13

2

13

13

15

12

13

11

5

8

0

3

6

0

0

0

0

NO THRUST REVERSERS OPERATIVE (NO CLEARWAY) Ident.: PER-TOF-CTA-40-20-00012743.0053001 / 04 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ


FLEX TO Temperature decrement (°C) MAX TO Weight decrement (1 000 kg) (1 000 lb)

CTV A320 FLEET FCOM

1+F

2

3

2 500 8 000

3 000 10 000

3 500 11 500 and above

2 000 6 500

2 500 8 000

8

3

2

10

7

6

2.4 5.3

0.9 2.0

0.8 1.8

2.8 6.2

2.2 4.9

2.2 4.9

← A to B →

3 000 1 750 10 000 5 750 and above 9

2 000 6 500

2 500 8 000 and above

5

5

2.5 1.5 1.5 5.6 3.4 3.4 Continued on the following page

PER-TOF-CTA-40-20 P 2/8 30 MAY 13






1+F

V1 decrement (kt) VR and V2 decrement (kt)

2 500 8 000

3 000 10 000

16 3

2 2 000 6 500

2 500 8 000

16

3 500 11 500 and above 14

16

15

3

2

3

4

3 3 000 1 750 10 000 5 750 and above 15 15 7

1

2 000 6 500 15

2 500 8 000 and above 15

3

4

NO THRUST REVERSERS OPERATIVE (NO CLEARWAY) Ident.: PER-TOF-CTA-40-20-00012743.0048001 / 04 MAR 11 Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU



CTV A320 FLEET FCOM

1+F

2

3

2 500 8 000

3 000 10 000

3 500 11 500 and above

2 000 6 500

2 500 8 000

8

5

3

8

6

2

2.6 5.8

2.0 4.5

1.3 2.9

2.5 5.6

2.2 4.9

15

14

14

16

2

1

1

2

←B

3 000 1 750 10 000 5 750 and above

2 000 6 500

2 500 8 000 and above

6

6

2

0.7 1.6

2.1 4.7

2.1 4.7

0.7 1.6

14

14

14

15

13

1

2

1

2

0

PER-TOF-CTA-40-20 P 3/8 30 MAY 13




ALL THRUST REVERSERS OPERATIVE (NO CLEARWAY) Ident.: PER-TOF-CTA-40-20-00012744.0282001 / 14 DEC 12 Applicable to: PK-GLX, PK-GLY


1+F 2500 8000

FLEX TO Temperature 13 decrement (°C) MAX TO Weight decrement (1000 kg) 5.5 (1000 lb) 12.2 8 V1 decrement (kt) VR and V2 3 decrement (kt)

2

3

3000 10000

3500 11500 and above

2000 6500

2500 8000


1750 5750

2000 6500

2500 8000 and above

17

15

7

16

16

20

8

17

8.1 17.9 6

7.9 17.5 0

2.5 5.6 10

6.9 15.3 6

7.7 17.0 5

8.1 17.9 7

3.1 6.9 9

8.9 19.7 5

1

0

2

4

0

3

2

1

ALL THRUST REVERSERS OPERATIVE (NO CLEARWAY) Ident.: PER-TOF-CTA-40-20-00012744.0089001 / 04 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ


FLEX TO Temperature decrement (°C) MAX TO Weight decrement (1000 kg) (1000 lb) V1 decrement (kt) VR and V2 decrement (kt)

CTV A320 FLEET FCOM

1+F

2

3

2500 8000

3000 10000


2000 6500

2500 8000


1750 5750

2000 6500

2500 8000 and above

5

2

2

5

3

2

4

3

2

1.4 3.1 10

0.6 1.4 11

0.6 1.4 8

1.3 2.9 10

0.8 1.8 10

0.5 1.2 10

0.9 2.0 9

0.7 1.6 9

0.7 1.6 9

1

1

2

1

2

2

1

1

2

C→

PER-TOF-CTA-40-20 P 4/8 30 MAY 13




ALL THRUST REVERSERS OPERATIVE (NO CLEARWAY) Ident.: PER-TOF-CTA-40-20-00012744.0084001 / 04 MAR 11 Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU


FLEX TO Temperature decrement (°C) MAX TO Weight decrement (1000 kg) (1000 lb) V1 decrement (kt) VR and V2 decrement (kt)

1+F

2

3

2500 8000

3000 10000


2000 6500

2500 8000


1750 5750

2000 6500

2500 8000 and above

3

2

0

3

1

0

2

1

1

1.0 2.3 9

0.6 1.4 9

0.0 0.0 9

0.8 1.8 10

0.3 0.7 8

0.0 0.0 9

0.6 1.4 10

0.2 0.5 9

0.1 0.3 8

0

0

0

0

0

0

0

0

0

NO THRUST REVERSERS OPERATIVE (WITH CLEARWAY) Ident.: PER-TOF-CTA-40-20-00012745.0051001 / 14 DEC 12 Applicable to: PK-GLX, PK-GLY



CTV A320 FLEET FCOM

1+F

2

2 500 8 000

3 000 10 000

19

19

20

8.0 17.7

9.0 19.9

7

0

14

16

3 500 2 000 11 500 6 500 and above

3

2 500 8 000

3 000 10 000 and above

2 000 6 500

2 500 8 000

3 000 10 000 and above

42

19

30

37

17

17

9.8 21.7

16.0 35.3

8.4 18.6

16.0 35.3

15.0 33.1

8.4 18.6

9.0 19.9

0

0

6

8

4

7

7

12

11

← C to D →

12

8

10

11

11

PER-TOF-CTA-40-20 P 5/8 30 MAY 13




NO THRUST REVERSERS OPERATIVE (WITH CLEARWAY) Ident.: PER-TOF-CTA-40-20-00012745.0049001 / 08 FEB 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ



1+F

2

2 500 8 000

3 000 10 000

13

5

5

4.0 8.9

1.8 4.0

5

6

15

16

3 500 2 000 11 500 6 500 and above

3

2 500 8 000

3 000 10 000 and above

1 750 5 750

2 000 6 500

2 500 8 000 and above

17

8

8

14

8

7

1.8 4.0

4.8 10.6

3.0 6.7

3.0 6.7

4.2 10.4

2.4 5.3

2.4 5.3

6

5

7

11

4

6

7

16

15

15

14

13

14

14

NO THRUST REVERSERS OPERATIVE (WITH CLEARWAY) Ident.: PER-TOF-CTA-40-20-00012745.0044001 / 08 FEB 11 Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU


FLEX TO Temperature decrement (°C) MAX TO Weight decrement (1 000 kg) (1 000 lb) V1 decrement (kt) VR and V2 decrement (kt) CTV A320 FLEET FCOM

1+F

2

2 500 8 000

3 000 10 000

15

9

9

5.4 12.0

4.1 9.1

4

3

14

15

3 500 2 000 11 500 6 500 and above

3

2 500 8 000

3 000 10 000 and above

1 750 5 750

2 000 6 500

2 500 8 000 and above

14

11

4

15

12

5

3.8 8.4

4.6 10.2

4.2 9.3

1.6 3.6

4.5 10.0

4.5 10.0

2.2 4.9

6

4

4

6

3

4

5

15

14

←D

14

15

13

13

14

PER-TOF-CTA-40-20 P 6/8 30 MAY 13




ALL THRUST REVERSERS OPERATIVE (WITH CLEARWAY) Ident.: PER-TOF-CTA-40-20-00012941.0051001 / 14 DEC 12 Applicable to: PK-GLX, PK-GLY



1+F 2 500 3 000 8 000 10 000

2 3 500 2 000 11 500 6 500 and above

2 500 8 000

3 3 000 2 000 10 000 6 500 and above

2 500 8 000

3 000 10 000 and above

9

5

4

12

8

9

17

5

10

3.9 8.6 9

2.3 5.1 10

2.0 4.5 12

4.5 10.0 9

3.5 7.8 9

4.5 10.0 10

6.7 14.8 10

2.0 4.5 9

5.0 11.1 10

3

2

1

2

2

2

0

0

0

ALL THRUST REVERSERS OPERATIVE (WITH CLEARWAY) Ident.: PER-TOF-CTA-40-20-00012941.0049001 / 28 JAN 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ



CTV A320 FLEET FCOM

1+F 2 500 3 000 8 000 10 000

2 3 500 2 000 11 500 6 500 and above

3

2 500 8 000

3 000 10 000 and above

1 750 5 750

2 000 6 500

2 500 8 000 and above

9

3

3

12

4

4

9

5

5

2.7 6.0 9

1.1 2.5 11

1.0 2.3 10

3.3 7.3 9

1.6 3.6 10

1.5 3.4 9

2.7 6.0 8

1.6 3.6 9

1.6 3.6 9

3

4

3

3

5

5

3

4

5

E→

PER-TOF-CTA-40-20 P 7/8 30 MAY 13




ALL THRUST REVERSERS OPERATIVE (WITH CLEARWAY) Ident.: PER-TOF-CTA-40-20-00012941.0044001 / 28 JAN 11 Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU



CTV A320 FLEET FCOM

1+F 2 500 3 000 8 000 10 000

2 3 500 2 000 11 500 6 500 and above

2 500 8 000

3 3 000 1 750 10 000 5 750 and above

2 000 6 500

2 500 8 000 and above

11

5

2

10

8

3

11

9

3

3.9 8.6 9

2.3 5.1 10

0.9 2.0 12

3.3 7.3 9

3.1 6.9 9

1.0 2.3 10

3.3 7.3 8

3.3 7.3 9

1.3 2.5 9

3

2

3

3

3

4

2

2

4

←E

PER-TOF-CTA-40-20 P 8/8 30 MAY 13




TAKEOFF FROM A CONTAMINATED RUNWAY TAKEOFF FROM A 6.3 MM (1/4 INCH) WATER COVERED RUNWAY Ident.: PER-TOF-CTA-40-30-00001786.0373001 / 25 MAR 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

‐ Determine maximum takeoff weight on dry runway. ‐ Apply the following weight decrement versus takeoff configuration, runway length and clearway availability to determine a corrected weight. TAKEOFF CONFIGURATION

CONF 1 + F

CONF 2

CONF 3

RUNWAY LENGTH (m) (ft)

2 500 8 000

3 00 10 000

3 500 11 500

2 000 6 500

2 500 8 000

3 000 10 000 and above

1 750 5750

2 000 6 500

Δ Weight (1 000 kg) With clearway Without clearway

4 000 13 00 and above

2 500 8 000 and above

12.8 10.5

11.7 10.1

9.8 9.0

9.8 9.0

13.9 11.1

13.2 11.1

11.4 10.4

14.9 11.4

14.5 11.8

13.1 11.8

‐ Enter the following tables with the corrected weight to determine MTOW then determine takeoff speeds associated with actual TOW. CONF 1 + F CORRECTED WEIGHT (1 000 kg)

<55.2 55.2

56

58

58 to 78

46.7

50

58

EQUAL TO CORRECTED WEIGHT

ACTUAL WEIGHT <46.7 46.7 (1 000 kg)

48

50

MTOW (1 000 kg) V2 (kt IAS) VR (kt IAS) V1 (kt IAS)

CTV A320 FLEET FCOM

-

52

54

56

58

60

62

64

66

68

70

72

74

76

78

124

124 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161

121

121 123 126 128 131 133 135 138 140 142 145 147 149 152 154 156 158

117

117 117 117 117 117 117 117 120 122 124 127 129 131 134 136 138 140

A→

PER-TOF-CTA-40-30 P 1/50 30 MAY 13




CONF 2 CORRECTED WEIGHT (1 000 kg)

<56.8 56.8

58

59

59 to 78

48.7

55

59


ACTUAL WEIGHT <48.7 48.7 (1 000 kg)

50

52

MTOW (1 000 kg)

-

V2 (kt IAS) VR (kt IAS) V1 (kt IAS)

54

56

58

59

60

62

64

66 68 70 72 74

76

78

125

125

127 129 132 134 137 138 139 141 143 146 148 150 153 155 157 159

119

119

121 123 126 128 131 132 133 135 137 140 142 144 147 149 151 153

115

115

115 115 115 115 115 115 116 118 120 123 125 127 130 132 134 136


<57.8 57.8

58

60

60 to 78

48

49

60


ACTUAL WEIGHT <48 (1 000 kg)

48

50

52

123

126

126 128 131 133 135 138 140 142 145 147 149 151 153 155 157

118

118

121 123 126 128 130 133 135 137 140 142 144 146 148 150 152

114

114

114 114 114 114 114 114 116 118 121 123 125 129 129 131 133

MTOW (1 000 kg)

-


54

56

58

60

62

64

66

68

70

72

74

76

78

TAKEOFF FROM A 6.3 MM (1/4 INCH) WATER COVERED RUNWAY Ident.: PER-TOF-CTA-40-30-00001786.0378001 / 25 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

‐ Determine maximum takeoff weight on dry runway. ‐ Apply the following weight decrement versus takeoff configuration, runway length and clearway availability to determine a corrected weight.

CTV A320 FLEET FCOM

←A→

PER-TOF-CTA-40-30 P 2/50 30 MAY 13




TAKEOFF CONFIGURATION

CONF 1 + F

CONF 2

CONF 3


2 500 8 000

3 000 10 000

3 500 11 500

2 000 6 500

2 500 8 000

3 000 10 000 and above

1 750 5 700

2 000 6 500


4 000 13 000 and above

2 500 8 000 and above

11.8 9.7

10.9 9.7

8.7 7.7

6.4 5.5

12.9 10.6

11.8 10.6

10.2 9.4

14.6 11.9

13.7 11.9

12.1 11.0

‐ Enter the following tables with the corrected weight to determine MTOW then determine takeoff speeds associated with actual TOW. CONF 1 + F CORRECTED WEIGHT (1 000 kg)

<53.2 53.2 54 55

MTOW (1 000 kg) ACTUAL WEIGHT (1 000 kg)

-

46.7 51 55

<46.7 46.7 48


CTV A320 FLEET FCOM

55 to 78

50 52 54

EQUAL TO CORRECTED WEIGHT 55

56

58

60

62

64

66 68 70

72

74 76 78

124 124 126 129 131 134 135 136 139 141 143 146 148 150 153 155 157 159 161 122 122 124 127 129 132 133 134 137 139 141 144 146 148 151 153 155 157 159 116 116 116 116 116 116 116 117 120 122 124 127 129 131 134 136 138 140 142

←A→

PER-TOF-CTA-40-30 P 3/50 30 MAY 13





<54.8 54.8 56

57

57 to 78 EQUAL TO CORRECTED WEIGHT

MTOW (1 000 kg)

-

48

53

57

ACTUAL WEIGHT (1 000 kg)

<48

48

50

52


54

56

57

58

60

62

64

66

68

70

72

74

76

78

124 124 127 129 132 134 135 136 139 141 143 146 148 150 152 155 157 158 119 119 122 124 127 129 130 131 134 136 138 141 143 145 147 150 152 153 114 114 114 114 114 114 114 115 118 120 122 124 125 127 131 134 136 137


<55.5 55.5 56 57.3

MTOW (1 000 kg)

-

48

50 57.3


<48

48

50


52

57.3 to 78 EQUAL TO CORRECTED WEIGHT 54 56 57.3 58

60

62 64

66

68

70

72

74

76

78

124 124 126 129 131 133 135 136 138 141 143 145 147 150 152 154 156 158 119 119 121 124 126 128 130 131 133 136 138 140 142 145 147 149 151 153 114 114 114 114 114 114 114 115 117 120 122 124 126 129 131 133 135 137

TAKEOFF FROM A 6.3 MM (1/4 INCH) WATER COVERED RUNWAY Ident.: PER-TOF-CTA-40-30-00001786.0375001 / 25 MAR 11 Applicable to: PK-GLH, PK-GLI


CTV A320 FLEET FCOM

←A→

PER-TOF-CTA-40-30 P 4/50 30 MAY 13





CONF 1 + F

CONF 2

CONF 3


2 500 8 000

3 000 10 000

3 500 11 500

2 000 6 500

2 500 8 000

Δ Weight (1 000 lb) With clearway Without clearway

4 000 13 000 and above

3 000 10 000 and above

28.3 23.2

25.8 22.3

21.9 19.9

21.7 19.9

30.7 24.5

29.2 24.5

25.2 23.0

1 750 2 0006 5 750 500 32.5 26.1

32.0 26.1

2 500 8 000 and above 28.5 25.6

‐ Enter the following tables with the corrected weight to determine MTOW. Then determine takeoff speeds associated with actual TOW. CONF 1 +F CORRECTED WEIGHT (1 000 lb)

<120 120

125

125 to 170

100

125


<100 100

105

110 115

120 125 130 135 140 145

150

155 160 165 170

123

123

126

129 131

134 137 140 142 145 147

150

153 155 158 160

120

120

123

126 128

131 134 137 139 142 144

147

150 152 155 157

116

116

116

116 116

116 116 119 121 124 126

129

132 134 137 139

MTOW (1 000 lb) ACTUAL WEIGHT (1 000 lb)


-

CTV A320 FLEET FCOM

←A→

PER-TOF-CTA-40-30 P 5/50 30 MAY 13




CONF 2 CORRECTED WEIGHT <123.6 123.6 125 128.3 (1 000 lb)



-

128.3 to 170

105 111.8 128.3


<105 105

110 115 120

125 128.3 130 135 140 145

150

155 160 165 170

124

124

130 132

132

135

137

138 140 143 146

148

151 153 156 158

118

118

124 126

126

129

131

132 134 137 140

142

145 147 150 152

114

114

114 114

114

114

114

115 117 120 123

125

128 130 130 135

CONF 3 CORRECTED WEIGHT (1 000 lb)

<124.6 124.6


-

130

130 to 170

103.3 105.2 130

<103.3 103.3


125


105

110 115 120 125 130 135 140 145 150 155

160

165 170

122

122

123

125 128 131 134 137 139 142 144 147 149

152

154 156

117

117

118

120 123 126 129 132 134 137 139 142 144

147

149 151

113

113

113

113 113 113 113 113 115 118 120 123 125

128

130 132

TAKEOFF FROM A 6 MM (1/4 INCH) WATER COVERED RUNWAY Ident.: PER-TOF-CTA-40-30-00001786.0886001 / 11 MAR 13 Applicable to: PK-GLX, PK-GLY


CTV A320 FLEET FCOM

← A to B →

PER-TOF-CTA-40-30 P 6/50 30 MAY 13





CONF 1 + F


2500 8000

3000 10000

Δ WEIGHT (1000 kg) With clearway Without clearway

11.9 9.9

11.0 9.6

4000 3500 13000 11500 and above 10.8 10.2

10.8 10.2

CONF 2 2250 7000

2750 9000


13.3 11.2

12.4 11.0

9.7 8.8

CONF 3 2000 6500

2500 8000

2750 9000 and above

16.8 14.6

14.8 13.4

13.5 12.6

‐ Enter the following tables with the corrected weight to determine MTOW. Then determine takeoff speeds associated with actual TOW. CONF 1 + F CORRECTED WEIGHT (1000 kg)

<50

50

52

54

54 to 78

-

45

49

54


MTOW (1000 kg)

ACTUAL WEIGHT (1000 kg)


<45

45

122

122 123 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161

121

121 122 125 128 130 133 135 137 140 142 144 147 149 151 154 156 158 160

116

116 116 116 116 116 116 118 120 123 125 127 130 132 134 137 139 141 143

CTV A320 FLEET FCOM

46

48

50

52

54

56

58

←B→

60

62

64

66

68

70

72

74

76

78

PER-TOF-CTA-40-30 P 7/50 30 MAY 13




CONF 2 CORRECTED WEIGHT <50.7 50.7 (1000 kg)

MTOW (1000 kg)

-


45.3

<45.3 45.3 46


52

54

55

55 to 78

48

53

55


48 50 52 54 55 56

58

60

62 64 66 68 70

72

74

76

78

122 122 123 125 128 130 133 134 135 138 140 142 145 147 149 152 154 156 158 160 117 117 118 120 123 125 128 129 130 133 135 137 140 142 144 147 149 151 153 155 114 114 114 114 114 114 114 114 115 118 120 122 125 127 129 132 134 136 138 140

CONF 3 CORRECTED WEIGHT (1000 kg)

MTOW (1000 kg)



<50

50

52

54

55

55 to 78

-

44

48

53

55


<44 44

46

48

50

52

54 55 56 58

60

62

64

66

68

70 72 74

76

78

121 121 123 126 129 131 134 135 136 139 141 143 146 148 150 152 155 157 159 161 118 118 120 123 126 128 131 132 133 136 138 140 143 145 147 149 152 154 156 158 114 114 114 114 114 114 114 114 115 118 120 122 125 127 129 131 134 136 138 140

TAKEOFF FROM A 12.7 MM (1/2 INCH) WATER COVERED RUNWAY Ident.: PER-TOF-CTA-40-30-00001794.0117001 / 01 APR 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU


CTV A320 FLEET FCOM

← B to C →

PER-TOF-CTA-40-30 P 8/50 30 MAY 13





CONF 1 + F

CONF 2

CONF 3


2 500 8 000

3 000 10 000

3 500 11 500

2 000 6 500

2 500 8 000

3 000 10 000 and above

1 750 5 750

2 000 6 500


4 000 13 000 and above

2 500 8 000 and above

16.7 14.4

15.7 14.1

12.9 12.0

10.4 9.6

17.3 13.3

16.6 14.5

15.5 14.5

17.5 14.0

17.5 14.8

16.3 15.0

‐ Enter the following tables with the corrected weight to determine MTOW then determine takeoff speeds associated with actual TOW. CONF 1 + F CORRECTED WEIGHT <51.4 51.4 52 52.7 (1 000 kg)



-

52.7 to 78

46.7 49 52.7

<46.7 46.7 48

50

EQUAL TO CORRECTED WEIGHT 52 52.7 54

56

58

60

62

64

66

68

70

72

74

76

78

124 124 126 129 131 132 134 136 138 141 143 145 148 150 152 155 157 159 161 122 122 124 127 129 130 132 134 136 139 141 143 146 148 150 153 155 157 159 117 117 117 117 117 117 119 121 123 126 128 130 133 135 137 140 142 144 146

CTV A320 FLEET FCOM

←C→

PER-TOF-CTA-40-30 P 9/50 30 MAY 13




CONF 2 CORRECTED WEIGHT <52.9 52.9 54 (1 000 kg)

MTOW (1 000 kg)

-


<48


54 to 78

48 54 48

50


54

56

58

60

62

64

66

68

70

72

74

76

78

124 124 127 129 132 134 137 139 141 143 146 148 150 153 155 157 159 119 119 122 124 127 129 132 134 136 138 141 143 145 148 150 152 154 115 115 115 115 115 117 120 122 124 126 129 131 133 136 138 140 142


<54 54 56

MTOW (1 000 kg)

-


<48


56 to 78

48 56 48

50


54

56

58

60

62

64

66

68

70

72

74

76

78

123 123 126 128 131 133 135 138 140 142 145 147 149 151 153 155 157 118 118 121 123 126 128 130 133 135 137 140 142 144 146 148 150 152 114 114 114 114 114 114 116 119 121 123 126 128 130 132 134 136 138

TAKEOFF FROM A 12.7 MM (1/2 INCH) WATER COVERED RUNWAY Ident.: PER-TOF-CTA-40-30-00001794.0122001 / 25 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ


CTV A320 FLEET FCOM

←C→

PER-TOF-CTA-40-30 P 10/50 30 MAY 13





CONF 1 + F

CONF 2

CONF 3


2 500 8 000

3 000 10 000

3 500 11 500

2 000 6 500

2 500 8 000

3 000 10 000 and above

1 750 5 700

2 000 6 500


4 000 13 000 and above

2 500 8 000 and above

15.2 13.1

14.3 13.1

11.9 10.9

9.2 8.3

16.0 13.7

14.9 13.7

13.9 13.1

18.9 15.0

16.4 14.6

15.7 14.6

‐ Enter the following tables with the corrected weight to determine MTOW then determine takeoff speeds associated with actual TOW. CONF 1 + F CORRECTED WEIGHT <49.4 49.4 50 (1 000 kg)



-

50 to 78

46.7 50

<46.7 46.7 48


52

54

56

58

60

62

64

66

68

70

72

74

76

78

124 124 126 129 131 134 136 139 141 143 146 148 150 153 155 157 159 161 123 123 125 128 130 133 135 138 140 142 145 147 149 152 154 156 158 160 116 116 116 116 118 121 123 126 128 130 133 135 137 140 142 144 146 148

CTV A320 FLEET FCOM

←C→

PER-TOF-CTA-40-30 P 11/50 30 MAY 13





<51 51

MTOW (1 000 kg)

-

48


<48

48


52

52 to 78

52


50

52

54

56

58

60

62

64

66

68

70

72

74

76

78

124 124 127 129 132 134 136 139 141 143 146 148 150 152 155 157 158 120 120 123 125 128 130 132 135 137 139 142 144 146 148 151 153 154 114 114 114 114 117 119 121 124 126 128 131 133 135 137 140 142 143

CONF 3 CORRECTED WEIGHT <51.8 51.8 52 53 (1 000 kg)



-

48

<48 48

53 to 78

49 53 50

52


54

56

58

60

62

64

66

68

70

72

74

76

78

124 124 126 129 130 131 133 136 138 141 143 145 147 150 152 154 156 158 120 120 122 125 126 127 129 132 134 137 139 141 143 146 148 150 152 154 114 114 114 114 114 115 117 120 122 125 127 129 131 134 136 138 140 142

TAKEOFF FROM A 12.7 MM (1/2 INCH) WATER COVERED RUNWAY Ident.: PER-TOF-CTA-40-30-00001794.0119001 / 25 MAR 11 Applicable to: PK-GLH, PK-GLI


CTV A320 FLEET FCOM

←C→

PER-TOF-CTA-40-30 P 12/50 30 MAY 13





CONF 1 + F

CONF 2

CONF 3


2 500 8 000

3 000 10 000

3 500 11 500

2 000 6 500

2 500 8 000

3 000 10 000 and above

1 750 5 750

2 000 6 500


4 000 13 000 and above

2 500 8 000 and above

36.9 31.8

34.7 31.1

28.5 26.5

23.0 21.2

38.2 32.0

36.6 32.0

32.5 30.3

38.6 30.9

38.6 32.7

36.0 33.1

‐ Enter the following tables with the corrected weight to determine MTOW then determine takeoff speeds associated with actual TOW. CONF 1 +F CORRECTED <110.9110.9 115 WEIGHT (1 000 lb)

MTOW (1 000 lb)

ACTUAL WEIGHT (1 000 lb)


-

100 115


<100 100 105 110 115 120 125 130 135 140 145 150 155 160 165 170 123 123 126 129 131 134 137 140 142 145 147 150 153 155 158 160 121 121 124 127 129 132 135 138 140 143 145 148 151 153 156 158 116 116 116 116 116 119 122 125 127 130 132 135 138 140 143 145


MTOW (1 000 lb)

<114 114 115 117.5 -

117.5 to 170

103.3108.4117.5


ACTUAL WEIGHT <103.3103.3 105 110 115 117.5 120 125 130 135 140 145 150 155 160 165 170 (1 000 lb)


CTV A320 FLEET FCOM

123 123 124 127 130 131 132 135 138 140 143 146 148 151 153 156 158 118 118 119 122 125 126 127 130 133 135 138 141 143 146 148 151 153 114 114 114 114 114 114 115 118 121 123 126 129 131 134 136 139 141

←C→

PER-TOF-CTA-40-30 P 13/50 30 MAY 13





<118 118 120 121.7

MTOW (1 000 lb)

-

121.7 to 170

103.3113.4121.7


ACTUAL WEIGHT <103.3103.3 105 110 115 120 121.7 125 130 135 140 145 150 155 160 165 170 (1 000 lb)


122 122 123 125 128 131 132 134 137 139 142 144 147 149 152 154 156 117 117 118 120 123 126 127 129 132 134 137 139 142 144 147 149 151 113 113 113 113 113 113 113 115 118 120 123 125 128 130 133 135 137

TAKEOFF FROM A 13 MM (1/2 INCH) WATER COVERED RUNWAY Ident.: PER-TOF-CTA-40-30-00001794.0564001 / 11 MAR 13 Applicable to: PK-GLX, PK-GLY


CONF 1 + F


2500 8000

3000 10000


16.2 14.2

15.2 13.8

4000 3500 13000 11500 and above 13.7 12.7

10.8 10.2

CONF 2 2250 7000

2750 9000


16.8 14.8

16.2 14.8

14.5 13.6

CONF 3 2000 6500

2500 8000

2750 9000 and above

19.0 16.8

18.0 16.6

17.2 16.3

‐ Enter the following tables with the corrected weight to determine MTOW. Then determine takeoff speeds associated with actual TOW.

CTV A320 FLEET FCOM

← C to D →

PER-TOF-CTA-40-30 P 14/50 30 MAY 13




CONF 1 + F CORRECTED WEIGHT (1000 kg)

<47.6

47.6

48

49.3

49.3 to 78

-

45

46

49.3


MTOW (1000 kg)



<45

45

46

48 49.3 50

52

54

56

58

60

62

64

66

68 70 72 74 76 78

122

122 123 126 128 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161

121

121 122 125 127 128 130 133 135 137 140 142 144 147 149 151 154 156 158 160

116

116 116 116 116 117 119 122 124 126 129 131 133 136 138 140 143 145 147 149


MTOW (1000 kg)



<48.1

48.1

50

50 to 78

-

45.3

50


<45.3 45.3 46

48

50

52

54

56

58

60

62

64

66

68 70

72

74

76

78

122 122 123 125 128 130 133 135 138 140 142 145 147 149 152 154 156 158 160 118 118 119 121 124 126 129 131 134 136 138 141 143 145 148 150 152 154 156 114 114 114 114 114 116 119 121 124 126 128 131 133 135 138 140 142 144 146

CTV A320 FLEET FCOM

←D→

PER-TOF-CTA-40-30 P 15/50 30 MAY 13





<48

48

50

51

51 to 78

-

44

49

51


MTOW (1000 kg)



<44 44

46

48

50 51

52

54 56 58

60

62

64

66

68

70 72 74

76

78

121 121 123 126 129 130 131 134 136 139 141 143 146 148 150 152 155 157 159 161 118 118 120 123 126 127 128 131 133 136 138 140 143 145 147 149 152 154 156 158 114 114 114 114 114 114 115 118 120 123 125 127 130 132 134 136 139 141 143 145

TAKEOFF FROM A 6.3 MM (1/4 INCH) SLUSH COVERED RUNWAY Ident.: PER-TOF-CTA-40-30-00001787.0374001 / 25 MAR 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU


CONF 1 + F

CONF 2


2 500 8 000

3 000 10 000

3 500 11 500


4 000 13 000 and above

13.2 10.9

11.8 10.2

9.8 9.0

9.8 9.0

2 000 6 500 14.5 11.7

CONF 3

2 500 8 000

3 000 10 000 and above

1 750 5 750

2 000 6 500

2 500 8 000 and above

13.8 11.7

11.6 10.6

15.2 11.5

15.2 12.5

13.9 12.6

‐ Enter the following tables with the corrected weight to determine MTOW then determine takeoff speeds associated with actual TOW.

CTV A320 FLEET FCOM

← D to E →

PER-TOF-CTA-40-30 P 16/50 30 MAY 13




CONF 1 + F CORRECTED WEIGHT <53.2 53.2 54 (1 000 kg)



55

55 to 78

46.7 51

55


<46.7 46.7 48

50

-

52 54

55

56

58

60

62

64

66

68

70 72 74

76

78

124

124 126 129 131 134 135 136 138 141 143 145 148 150 152 155 157 159 161

122

122 124 127 129 132 133 134 136 139 141 143 146 148 150 153 155 157 159

117

117 117 117 117 117 117 118 120 123 125 127 130 132 134 137 139 141 143

CONF 2 CORRECTED WEIGHT <54.8 54.8 56 56.7 (1 000 kg)

56.7 to 76

MTOW (1 000 kg)

-

48

53 56.7



<48

48

50

124

124 127 129 132 134 135 137 139 141 143 146 148 150 153 155 157 159

119

119 122 124 127 129 130 132 134 136 138 141 143 145 148 150 152 154

115

115 115 115 115 115 115 117 119 121 123 126 128 130 133 135 137 139


CTV A320 FLEET FCOM

52

54

56 56.7 58

←E→

60

62

64

66

68

70

72

74

76

78

PER-TOF-CTA-40-30 P 17/50 30 MAY 13




CONF 3 CORRECTED WEIGHT <56.3 56.3 58 58.7 (1 000 kg)

58.7 to 78

MTOW (1 000 kg)

-

48

55 58.7



<48

48

50


52

54

56

58 58.7 60

62

64

66

68

70

72

74

76

78

123 123 126 128 131 133 135 136 138 140 142 145 147 149 151 153 155 157 118 118 121 123 126 128 130 131 133 135 137 140 142 144 146 148 150 152 114 114 114 114 114 114 114 114 116 118 120 123 125 127 129 131 133 135

TAKEOFF FROM A 6.3 MM (1/4 INCH) SLUSH COVERED RUNWAY Ident.: PER-TOF-CTA-40-30-00001787.0379001 / 25 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ


CONF 1 + F

CONF 2


2 500 8 000

3 000 10 000

3 500 11 500


4 000 13 000 and above

12.2 10.1

10.7 9.5

8.5 7.5

6.4 5.5

2 000 6 500 13.4 11.1

CONF 3

2 500 8 000

3 000 10 000 and above

1 750 5 700

2 000 6 500

2 500 8 000 and above

12.3 11.1

10.7 9.9

14.0 12.2

14.0 12.2

13.0 11.9


CTV A320 FLEET FCOM

←E→

PER-TOF-CTA-40-30 P 18/50 30 MAY 13







51

51 to 78

46.7 47

51


<46.7 46.7 48

50

-

51 52 54

56

58

60

62

64

66

68 70

72

74

76

78

124

124 126 129 130 131 134 136 139 141 143 146 148 150 153 155 157 159 161

122

122 124 127 128 129 132 134 137 139 141 144 146 148 151 153 155 157 159

116

116 116 116 116 117 120 122 125 127 129 132 134 136 139 141 143 145 147

CONF 2 CORRECTED WEIGHT <52.4 52.4 53.3 (1 000 kg)

MTOW (1 000 kg)

-


<48


53.3 to 78

48 53.3 48

50

EQUAL TO CORRECTED WEIGHT 52 53.3 54

56

58

60

62

64

66

68

70

72

74

76

78

124 124 127 129 131 132 134 136 139 141 143 146 148 150 152 155 157 158 119 119 122 124 126 127 129 131 134 136 138 141 143 145 147 150 152 153 114 114 114 114 114 115 117 119 122 124 126 129 131 133 135 138 140 141

CTV A320 FLEET FCOM

←E→

PER-TOF-CTA-40-30 P 19/50 30 MAY 13





55


MTOW (1 000 kg)

-

48

51

55


<48

48

50

52


54

55

56

58

60

62

64

66

68

70

72

74

76

78

124 124 126 129 131 132 133 136 138 141 143 145 147 150 152 154 156 158 120 120 122 125 127 128 129 132 134 137 139 141 143 146 148 150 152 154 114 114 114 114 114 114 115 118 120 123 125 127 129 132 134 136 138 140

TAKEOFF FROM A 6.3 MM (1/4 INCH) SLUSH COVERED RUNWAY Ident.: PER-TOF-CTA-40-30-00001787.0376001 / 25 MAR 11 Applicable to: PK-GLH, PK-GLI


CONF 1 + F

CONF 2


2 500 8 000

3 000 10 000

3 500 11 500


4 000 13 000 and above

29.2 24.1

26.1 22.5

21.9 19.9

21.7 19.9

2 000 6 500 32.0 25.8

CONF 3

2 500 8 000

3 000 10 000 and above

1 750 5 750

2 000 6 500

2 500 8 000 and above

30.5 25.8

25.6 23.4

33.6 25.4

33.6 27.6

30.7 27.8


CTV A320 FLEET FCOM

←E→

PER-TOF-CTA-40-30 P 20/50 30 MAY 13




CONF 1 + F CORRECTED WEIGHT <116 (1 000 lb)

116

120


MTOW (1 000 lb)

-

100

120

ACTUAL WEIGHT (1 000 lb)

<100

100

105

110 115

120 125 130

135 140 145

150

155 160 165

170

123

123

126

129 131

134 137 140

142 145 147

150

153 155 158

160

121

121

124

127 129

132 135 138

140 143 145

148

151 153 156

158

116

116

116

116 116

116 119 122

124 127 129

132

135 137 140

142





<119 119 -

120 123.3

123.3 to 170

103.3 106.8 123.3


<103.3 103.3 105 110 115 120 123.3 125 130 135 140 145 150 155 160 165 170 123

123

124 127 130 132 134

135 138 140 143 146 148 151 153 156 158

118

118

119 122 125 127 129

130 133 135 138 141 143 146 148 151 153

114

114

114 114 114 114 114

115 118 120 123 126 128 131 133 136 138

CTV A320 FLEET FCOM

←E→

PER-TOF-CTA-40-30 P 21/50 30 MAY 13







<122 -

122

125 126.7

126.7 to 170

103.3 118.4 126.7


<103.3 103.3 105 110 115 120 125 126.7 130 135 140 145 150 155 160 165 170 122

122

123 125 128 131 134 135 137 139 142 144 147 149 152 154 156

117

117

118 120 123 126 129 130 132 134 137 139 142 144 147 149 151

113

113

113 113 113 113 113 113 115 117 120 122 125 127 130 132 134

TAKEOFF FROM A 6 MM (1/4 INCH) SLUSH COVERED RUNWAY Ident.: PER-TOF-CTA-40-30-00001787.1119001 / 11 MAR 13 Applicable to: PK-GLX, PK-GLY


CONF 1 + F


2500 8000

3000 10000


12.6 10.6

12.6 11.2

4000 3500 13000 11500 and above 10.4 9.8

10.4 9.8

CONF 2 2250 7000

2750 9000


13.4 11.3

12.7 11.3

10.5 9.6

CONF 3 2000 6500

2500 8000

2750 9000 and above

16.6 14.4

14.9 13.5

13.9 13.0


CTV A320 FLEET FCOM

← E to F →

PER-TOF-CTA-40-30 P 22/50 30 MAY 13





<48.8

48.8

50

52

52 to 78

-

45

48

52


MTOW (1000 kg)



<45

45

46

48

50

52

54

56

58

60

62

64

66

68

70

72

74

76

78

122

122 123 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161

121

121 122 125 128 130 133 135 137 140 142 144 147 149 151 154 156 158 160

116

116 116 116 116 116 116 121 123 126 128 130 133 135 137 140 142 144 146

CONF 2 CORRECTED WEIGHT <49.7 (1000 kg)

MTOW (1000 kg) ACTUAL WEIGHT (1000 kg)


-

49.7

50

52

53.3

53.3 to 78

45.3

46

50

53.3


<45.3 45.3 46

48 50 52 53.3 54 56

58

60

62 64 66 68 70

72

74

76

78

122 122 123 125 128 130 132 133 135 138 140 142 145 147 149 152 154 156 158 160 118 118 119 121 124 126 128 129 131 134 136 138 141 143 145 148 150 152 154 156 114 114 114 114 114 114 114 115 117 120 122 124 127 129 131 134 136 138 140 142

CTV A320 FLEET FCOM

←F→

PER-TOF-CTA-40-30 P 23/50 30 MAY 13





MTOW (1000 kg)



49.2

50

52

53.3

53.3 to 78

44

46

50

53.3


<44 44

46

48 50

52 53.3 54 56 58

60

62

64

66

68

70 72 74

76

78

121 121 123 126 129 131 133 134 136 139 141 143 146 148 150 152 155 157 159 161 118 118 120 123 126 128 130 131 133 136 138 140 143 145 147 149 152 154 156 158 114 114 114 114 114 114 114 115 117 120 122 124 127 129 131 133 136 138 140 142

TAKEOFF FROM A 12.7 MM (1/2 INCH) SLUSH COVERED RUNWAY Ident.: PER-TOF-CTA-40-30-00001788.0369001 / 01 APR 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

‐ Determine maximum takeoff weight on dry runway. ‐ Apply the following weight decrement versus takeoff configuration, runway length and clearway availability to determine a corrected weight. TAKEOFF CONFIGURATION RUNWAY LENGTH (m) (ft)


CONF 1 + F

CONF 2 4 000 3 000 3 500 2 500 3 000 13 000 2 000 2 500 10 000 11 8 000 10 000 and 6 500 8 000 and 500 above above 18.9 17.3

18.9 17.3

16.3 15.4

15.4 14.6

18.7 14.7

18.7 16.6

17.9 16.9

CONF 3 1 750 2 000 5 750 6 500 18.9 15.4

18.4 15.7

2 500 8 000 and above 18.3 17.0


CTV A320 FLEET FCOM

← F to G →

PER-TOF-CTA-40-30 P 24/50 30 MAY 13





MTOW (1 000 kg)

-

46.7 48

ACTUAL WEIGHT <46.7 46.7 48 (1 000 kg)


48 to 78 EQUAL TO CORRECTED WEIGHT 50

52

54

56

58

60

62

64

66

68

70

72

74

76

78

124 124 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161 123 123 125 128 130 133 135 137 140 142 144 147 149 151 154 156 158 160 117 117 117 120 122 125 127 129 132 134 136 139 141 143 146 148 150 152


MTOW (1 000 kg)

-

47

ACTUAL WEIGHT <47 47 (1 000 kg)


CTV A320 FLEET FCOM

50 to 78

50 48


52

54

56

58

60

62

64

66

68

70

72

74

76

78

123 123 124 127 129 132 134 137 139 141 143 146 148 150 153 155 157 159 119 119 120 123 125 128 130 133 135 137 139 142 144 146 149 151 153 155 115 115 115 115 117 120 122 125 127 129 131 134 136 138 141 143 145 147

←G→

PER-TOF-CTA-40-30 P 25/50 30 MAY 13





MTOW (1 000 kg)

<51

51

52

52 to 78

-

48

52




48

50

52

54

56

58

60

62

64

66

68

70

72

74

76

78

123 123 126 128 131 133 135 138 140 142 145 147 149 151 153 155 157 119 119 122 124 127 129 131 134 136 138 141 143 145 147 149 151 153 114 114 114 114 117 119 121 124 126 128 131 133 135 137 139 141 143

TAKEOFF FROM A 12.7 MM (1/2 INCH) SLUSH COVERED RUNWAY Ident.: PER-TOF-CTA-40-30-00001788.0374001 / 25 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ


Weight decrement (1 000 kg) With clearway Without clearway

CONF 1 + F


15.9 14.7

14.5 13.5

13.0 12.1

17.4 15.1

16.3 15.1

15.9 15.1

CONF 3 1 750 2 000 5 700 6 500

19.0 16.6

17.3 16.2

2 500 8 000 and above 17.3 16.2


CTV A320 FLEET FCOM

←G→

PER-TOF-CTA-40-30 P 26/50 30 MAY 13




CONF 1 + F CORRECTED WEIGHT (1 000 kg)

<47

47

47 to 78

MTOW (1 000 kg)

-

47



<47


47 48 50 52 54 56 58 60

62

64

66

68

70

72 74 76 78

124 124 126 129 131 134 136 139 141 143 146 148 150 153 155 157 159 161 123 123 125 128 130 133 135 138 140 142 145 147 149 152 154 156 158 160 118 118 120 123 125 128 130 133 135 137 140 142 144 147 149 151 153 155


<48

48

48 to 78

MTOW (1 000 kg)

-

48



<48


CTV A320 FLEET FCOM

48 50 52 54

56

58

60

62

64

66

68

70

72

74

76

78

124 124 127 129 132 134 136 139 141 143 146 148 150 152 155 157 158 121 121 124 126 129 131 133 136 138 140 143 145 147 149 152 154 155 115 115 118 120 123 125 127 130 132 134 137 139 141 143 146 148 149

←G→

PER-TOF-CTA-40-30 P 27/50 30 MAY 13





<48

48

48 to 78

MTOW (1 000 kg)

-

48



<48


48 50 52 54 56 58

60

62

64

66

68

70

72

74

76

78

124 124 126 129 131 133 136 138 141 143 145 147 150 152 154 156 158 121 121 123 126 28 130 133 135 138 140 142 144 147 149 151 153 155 114 114 116 119 121 123 126 128 131 133 135 137 140 142 144 146 148

TAKEOFF FROM A 12.7 MM (1/2 INCH) SLUSH COVERED RUNWAY Ident.: PER-TOF-CTA-40-30-00001788.0371001 / 25 MAR 11 Applicable to: PK-GLH, PK-GLI



CONF 1 + F 2 500 3 000 3 500 8 000 10 000 11 500 43.3 38.2

41.7 38.2

36.0 34.0

CONF 2

CONF 3

4 000 13 000 and above

2 000 6 500

2 500 8 000

3 000 10 000 and above

1 750 5 750

2 000 6 500

2 500 8 000 and above

34.0 32.2

41.3 32.5

41.3 36.6

39.5 37.3

40.6 34.0

40.6 34.7

40.4 37.5


CTV A320 FLEET FCOM

←G→

PER-TOF-CTA-40-30 P 28/50 30 MAY 13




CONF 1 + F CORRECTED < WEIGHT 102.7 103.3 102.7 (1 000 lb)



-

103.3 to 170

100 103.3


< 100 100 103.3 105 110 115 120 125 130 135 140 145 150 155 160 165

170

123

123

125

126 129 131 134 137 140 142 145 147 150 153 155 158

160

122

122

124

125 128 130 133 136 139 141 144 146 149 152 154 157

159

116

116

116

117 120 122 125 128 131 133 136 138 141 144 146 149

151

<107

107 108.3

108.3 to 170

-

101.7 108.3





<101.7 101.7 105 108.3 110 115 120 125 130 135 140 145 150 155 160 165

170

122

122

124

126

127 130 132 135 138 140 143 146 148 151 153 156

158

118

118

120

122

123 126 128 131 134 136 139 142 144 147 149 152

154

114

114

114

114

115 118 120 123 126 128 131 134 136 139 141 144

146

CTV A320 FLEET FCOM

←G→

PER-TOF-CTA-40-30 P 29/50 30 MAY 13




CONF 3 CORRECTED WEIGHT <111.3 111.3 113.3 (1 000 lb)



-

113.3 to 170

103.3 113.3


<103.3 103.3 105 110 113.3 115 120 125 130 135 140 145 150 155 160 165

170

122

122 123 125 127

128 131 134 137 139 142 144 147 149 152 154

156

118

118 119 121 123

124 127 130 133 135 138 140 143 145 148 150

152

113

113 113 113 113

114 117 120 123 125 128 130 133 135 138 140

142

TAKEOFF FROM A 13 MM (1/2 INCH) SLUSH COVERED RUNWAY Ident.: PER-TOF-CTA-40-30-00001788.0814001 / 11 MAR 13 Applicable to: PK-GLX, PK-GLY


CONF 1 + F


2500 8000

3000 10000


19.0 17.0

19.5 18.1

4000 3500 13000 11500 and above 18.5 17.5

17.0 16.4

CONF 2 2250 7000

2750 9000


19.5 17.4

19.5 18.1

18.7 17.8

CONF 3 2000 6500

2500 8000

2750 9000 and above

20.7 18.5

20.4 19.0

20.1 19.2


CTV A320 FLEET FCOM

← G to H →

PER-TOF-CTA-40-30 P 30/50 30 MAY 13





MTOW (1000 kg)



<46

46

46.7

46.7 to 78

-

45

46.7


<45

45

46 46.7 48

50

52

54

56

58

60

62

64

66

68 70 72 74 76 78

122

122 123 124 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161

122

122 123 124 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161

116

116 116 116 118 121 123 126 128 130 133 135 137 140 142 144 147 149 151 153


MTOW (1000 kg)



<46.2

46.2

47

47 to 78

-

45.3

47


<45.3 45.3 46

47

48 50 52 54 56

58

60

62 64 66 68 70

72

74

76

78

122 122 123 124 125 128 130 133 135 138 140 142 145 147 149 152 154 156 158 160 119 119 120 121 122 125 127 130 132 135 137 139 142 144 146 149 151 153 155 157 114 114 114 114 115 118 120 123 125 128 130 132 135 137 139 142 144 146 148 150

CTV A320 FLEET FCOM

←H→

PER-TOF-CTA-40-30 P 31/50 30 MAY 13





MTOW (1000 kg)



<46.4

46.4

48

48 to 78

-

44

48


<44 44

46

48

50

52

54 56

58

60

62

64

66

68

70

72 74

76

78

121 121 123 126 129 131 134 136 139 141 143 146 148 150 152 155 157 159 161 118 118 120 123 126 128 131 133 136 138 140 143 145 147 149 152 154 156 158 114 114 114 114 117 119 122 124 127 129 131 134 136 138 140 143 145 147 149

TAKEOFF FROM A COMPACTED SNOW COVERED RUNWAY Ident.: PER-TOF-CTA-40-30-00001789.0347001 / 26 NOV 12 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

‐ Determine maximum takeoff weight on dry runway. ‐ Apply the following weight decrement versus takeoff configuration and runway length to determine a corrected weight. TAKEOFF CONFIGURATION RUNWAY LENGTH (m) (ft)

Δ Weight decrement (1 000 kg) With clearway Without clearway

CONF 1 + F


8.5 6.3

8.5 7.4

9.8 9.0

10.5 7.7

7.4 5.3

5.6 4.6

CONF. 3 1 750 2 000 5 750 6 500

13.1 9.6

10.3 7.6

2 500 8 000 and above 8.2 6.9


CTV A320 FLEET FCOM

← H to I →

PER-TOF-CTA-40-30 P 32/50 30 MAY 13




CONF 1 + F, CORRECTED WEIGHT <52.7 52.7 54 (1 000 kg)

MTOW (1 000 kg)

-

46.7 54

ACTUAL WEIGHT <46.746.7 48 (1 000 kg)


54 to 78 EQUAL TO CORRECTED WEIGHT 50

52

54

56

58

60

62

64

66

68

70

72

74

76

78

124 124 126 129 131 134 136 138 141 143 145 148 150 152

155

157 159 161

123 123 125 128 130 133 135 137 140 142 144 147 149 151

154

156 158 160

117 117 117 117 117 117 119 121 124 126 128 131 133 135

138

140 142 144

CONF 2 CORRECTED WEIGHT <54.8 54.8 (1 000 kg)

56

56.7

56.7 to 78 EQUAL TO CORRECTED WEIGHT

MTOW (1 000 kg)

-

48

53

56.7


<48

48

50

52


54

56 56.7

58

60

62

64

66

68

70

72

74

76

78

124 124 127 129 132 134 135 137 139 141 143 146 148 150 153 155 157 159 119 119 122 124 127 129 130 132 134 136 138 141 143 145 148 150 152 154 115 115 115 115 115 115 115 117 119 121 123 126 128 130 133 135 137 139

CTV A320 FLEET FCOM

←I→

PER-TOF-CTA-40-30 P 33/50 30 MAY 13




CONF 3 CORRECTED WEIGHT <56.3 56.3 (1 000 kg)

58 58.7


MTOW (1 000 kg)

-

48

55 58.7


<48

48

50


52

54

56

58 58.7

60

62

64

66

68

70

72

74

76

78

123 123 126 128 131 133 135 136 138 140 142 145 147 149 151 153 155 157 119 119 122 124 127 129 131 132 134 136 138 141 143 145 147 149 151 153 114 114 114 114 114 114 114 114 116 118 120 123 125 127 129 131 133 135

TAKEOFF FROM A COMPACTED SNOW COVERED RUNWAY Ident.: PER-TOF-CTA-40-30-00001789.0352001 / 25 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

‐ Determine maximum takeoff weight on dry runway. ‐ Apply the following weight decrement versus takeoff configuration and runway length to determine a corrected weight. TAKEOFF CONFIGURATION

CONF 1 + F

CONF 2


2 500 8 000

3 000 10 000

3 500 11 500


4 000 13 000 and above

7.6 5.5

7.4 5.5

7.4 5.5

6.4 5.5

2 000 6 500 9.1 6.8

CONF 3

2 500 8 000

3 000 10 000 and above

1 750 5 700

2 000 6 500

2 500 8 000 and above

8.7 5.7

4.9 4.1

11.9 9.5

8.5 7.9

7.7 6.6


CTV A320 FLEET FCOM

←I→

PER-TOF-CTA-40-30 P 34/50 30 MAY 13




CONF 1 + F CORRECTED WEIGHT <51.4 51.4 52 52.7 (1 000 kg)

MTOW (1 000 kg)

-

52.7 to 78

46.7 49 52.7

ACTUAL WEIGHT <46.7 46.7 48 (1 000 kg)

50


52 52.7 54

56

58

60

62

64

66

68

70

72

74

76

78

V2 124 124 126 129 131 132 134 136 139 141 143 146 148 150 153 155 157 159 161 (kt IAS) VR 122 122 124 127 129 130 132 134 137 125 141 144 146 148 151 153 155 157 159 (kt IAS) V1 116 116 116 116 116 116 118 120 123 125 127 130 132 134 137 139 141 143 145 (kt IAS) CONF 2

CORRECTED WEIGHT <53.5 53.5 54 (1 000 kg)

MTOW (1 000 kg)


-

48 48

51 50

55

55 to 78

55


52

54

55

56

58

60

62

64

66

68

70

72

74

76

78

V2 124 124 127 129 132 133 134 136 139 141 143 146 148 150 152 155 157 158 (kt IAS) VR 119 119 122 124 127 128 129 131 134 136 138 141 143 145 147 150 152 153 (kt IAS) V1 114 114 114 114 114 114 115 117 120 122 124 127 129 131 133 136 138 139 (kt IAS)

CTV A320 FLEET FCOM

←I→

PER-TOF-CTA-40-30 P 35/50 30 MAY 13





MTOW (1 000 kg)

<54.8 -


54.8 56 56.7 48

48

50

56.7 to 78

53 56.7 52

54


56.7 58

60

62

64

66

68

70

72

74

76

78

V2 124 124 126 129 131 133 134 136 138 141 143 145 147 150 152 154 156 158 (kt IAS) VR 120 120 122 125 127 129 130 132 134 137 139 141 143 146 148 150 152 154 (kt IAS) V1 114 114 114 114 114 114 114 116 118 121 123 125 127 130 132 134 136 138 (kt IAS) TAKEOFF FROM A COMPACTED SNOW COVERED RUNWAY

Ident.: PER-TOF-CTA-40-30-00001789.0349001 / 26 NOV 12 Applicable to: PK-GLH, PK-GLI

‐ Determine maximum takeoff weight on dry runway. ‐ Apply the following weight decrement versus takeoff configuration and runway length to determine a corrected weight. TAKEOFF CONFIGURATION

CONF 1 + F


2 500 3 000 3 500 8 000 10 000 11 500

Δ Weight decrement (1 000 lb) With clearway Without clearway

18.3 13.3

18.3 19.9

18.3 16.4

CONF 2 4 000 13 000 and above

2 000 6 500

21.7 19.9

23.2 17.0

CONF 3

2 500 8 000

3 000 10 000 and above

1 750 5 750

2 000 6 500

2 500 8 000 and above

16.4 11.7

12.0 9.8

27.6 21.2

22.8 16.8

18.1 15.3


CTV A320 FLEET FCOM

←I→

PER-TOF-CTA-40-30 P 36/50 30 MAY 13




CONF 1 + F CORRECTED WEIGHT <114.5114.5 115 118.3 (1 000 lb)



-

100 101.8 118.3


<100 100 105 110 115 118.3 120 125 130 135 140 145 150

155

160

165

170

123 123 126 129 131 133 134 137 140 142 145 147 150

153

155

158

160

122 122 125 128 130 132 133 136 139 141 144 146 149

152

154

157

159

116 116 116 116 116 116 117 120 123 125 128 130 133

136

138

141

143

CONF 2 CORRECTED WEIGHT <119 119 120 123.3 (1 000 lb)



-

103.3 106.8123.3


<103.3103.3 105 110 115 120 123.3 125 130 135 140 145

150

155

160

165

170

123 123 124 127 130 132 134 135 138 140 143 146

148

151

153

156

158

118 118 119 122 125 127 129 130 133 135 138 141

143

146

148

151

153

114 114 114 114 114 114 114 115 118 120 123 126

128

131

133

136

138

CTV A320 FLEET FCOM

←I→

PER-TOF-CTA-40-30 P 37/50 30 MAY 13




CONF 3 CORRECTED WEIGHT <122 122 125 126.7 (1 000 lb)



-

126.7 to 170

103.3118.4 126.7


<103.3103.3 105 110 115 120

125 126.7 130 135 140 145 150

155

160

165

170

122 122 123 125 128 131

134 135 137 139 142 144 147

149

152

154

156

118 118 119 121 124 127

130 131 133 135 138 140 143

145

148

150

152

113 113 113 113 113 113

113 113 115 117 120 122 125

127

130

132

134

TAKEOFF FROM A COMPACTED SNOW COVERED RUNWAY Ident.: PER-TOF-CTA-40-30-00001789.0786001 / 14 DEC 12 Applicable to: PK-GLX, PK-GLY


CONF 1 + F


2500 8000

3000 10000


7.9 5.9

8.5 7.1

4000 3500 13000 11500 and above 9.5 8.5

10.2 9.6

CONF 2 2250 7000

2750 9000


10.7 8.6

8.5 7.1

5.5 4.6

CONF 3 2000 6500

2500 8000

2750 9000 and above

13.8 11.6

10.8 9.4

9.4 8.2


CTV A320 FLEET FCOM

←I→

PER-TOF-CTA-40-30 P 38/50 30 MAY 13




CONF 1 + F CORRECTED WEIGHT <49.6 49.6 (1000 kg)

MTOW (1000 kg)



-

45

50

52

53.3

53.3 to 78

46

50

53.3


48

50

<45

45

46

52 53.3 54

56

58

60

62

64

66

68 70 72 74 76 78

122

122 123 126 129 131 133 134 136 138 141 143 145 148 150 152 155 157 159 161

121

121 122 125 128 130 132 133 135 137 140 142 144 147 149 151 154 156 158 160

116

116 116 116 116 116 116 117 119 121 124 126 128 131 133 135 138 140 142 144




-

45.3

<45.3 45.3 46

52

54

54 to 78

49

53


48

50 52 54

56

58

60

62

64

66

68 70

72

74

76

78

122 122 123 125 128 130 133 135 138 140 142 145 147 149 152 154 156 158 160 117 117 118 120 123 125 128 130 133 135 137 140 142 144 147 149 151 153 155 114 114 114 114 114 114 114 116 119 121 123 126 128 130 133 135 137 139 141

CTV A320 FLEET FCOM

←I→

PER-TOF-CTA-40-30 P 39/50 30 MAY 13





MTOW (1000 kg)



<50

50

52

54

55

55 to 78

-

44

48

53

55


<44 44

46

48

50

52

54 55 56 58

60

62

64

66

68

70 72 74

76

78

121 121 123 126 129 131 134 135 136 139 141 143 146 148 150 152 155 157 159 161 118 118 120 123 126 128 131 132 133 136 138 140 143 145 147 149 152 154 156 158 114 114 114 114 114 114 114 114 115 118 120 122 125 127 129 131 134 136 138 140

TAKEOFF FROM A 5 MM (1/5 INCH) WET SNOW COVERED RUNWAY Ident.: PER-TOF-CTA-40-30-00014771.0012001 / 14 DEC 12 Applicable to: PK-GLX, PK-GLY



CONF 1 + F 2500 3000 8000 10000 8.5 7.1

8.5 7.1

CONF 2

3500 11500


2250 7000

2750 9000


9.5 8.5

10.8 10.2

10.8 8.7

9.8 8.4

7.6 6.7

CONF 3 2000 2500 6500 8000 12.4 10.2

11.4 10.0

2750 9000 and above 10.5 9.6


CTV A320 FLEET FCOM

← I to J →

PER-TOF-CTA-40-30 P 40/50 30 MAY 13





<51

51

52

54

56

56 to 78

-

45

47

52

56


MTOW (1000 kg)



<45

45

46 48 50

52

54

56

58

60

62

64

66

68

70

72

74

76

78

122

122 123 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161

121

121 122 125 128 130 133 135 137 140 142 144 147 149 151 154 156 158 160

116

116 116 116 116 116 116 116 118 121 123 125 128 130 132 135 137 139 141


MTOW (1000 kg)



-

45.3

52

54

55

55 to 78

481

53

55


<45.3 45.3 46 48 50 52

54

55

56

58

60

62

64

66 68 70

72

74

76

78

122 122 123 125 128 130 133 134 135 138 140 142 145 147 149 152 154 156 158 160 117 117 118 120 123 125 128 129 130 133 135 137 140 142 144 147 149 151 153 155 114 114 114 114 114 114 114 114 115 118 120 122 125 127 129 132 134 136 138 140

CTV A320 FLEET FCOM

←J→

PER-TOF-CTA-40-30 P 41/50 30 MAY 13





MTOW (1000 kg)



-

44

52

54

56

57.3

57.3 to 78

45

50

54

57.3


<44 44 46 48 50 52 54 56 57.3 58

60

62

64

66

68

70

72

74

76

78

121 121 123 126 129 131 134 136 138 139 141 143 146 148 150 152 155 157 159 161 118 118 120 123 126 128 131 133 135 136 1383 140 143 145 147 149 152 154 156 1581 114 114 114 114 114 114 114 114 114 115 117 119 122 124 126 128 131 133 135 137



CONF 1 + F


2500 8000

3000 10000


11.2 9.2

10.9 9.5

4000 3500 13000 11500 and above 9.5 8.9

9.5 8.9

CONF 2 2250 7000

2750 9000


12.1 10.0

10.0 8.6

9.0 8.1

CONF 3 2000 6500

2500 8000

2750 9000 and above

14.2 12.3

13.7 12.3

12.9 12.0


CTV A320 FLEET FCOM

← J to K →

PER-TOF-CTA-40-30 P 42/50 30 MAY 13





<45.5

45.5

46

46 to 78

-

45

46


MTOW (1000 kg)



<45

45

46

48

50

52

54

56

58

60

62

64

66

68

70

72

74

76

78

122

122 123 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161

122

122 123 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161

116

116 116 119 122 124 127 129 131 134 136 138 141 143 145 148 150 152 154


<47.7

47.7

48

49.3

49.3 to 78

-

45.3

46

49.3


MTOW (1000 kg)



<45.3 45.3 46

48 49.3 50 52 54 56

58

60

62 64 66 68 70

72

74

76

78

122 122 123 125 127 128 130 133 135 138 140 142 145 147 149 152 154 156 158 160 118 118 119 121 123 124 126 129 131 134 136 138 141 143 145 148 150 152 154 156 114 114 114 114 114 115 117 120 122 125 127 129 132 134 136 139 141 143 145 147

CTV A320 FLEET FCOM

←K→

PER-TOF-CTA-40-30 P 43/50 30 MAY 13





<47.6

47.6

48

50

50 to 78

-

44

45

50


MTOW (1000 kg)



<44 44

46

48

50

52

54 56

58

60

62

64

66

68

70

72 74

76

78

121 121 123 126 129 131 134 136 139 141 143 146 148 150 152 155 157 159 161 118 118 120 123 126 128 131 133 136 138 140 143 145 147 149 152 154 156 158 114 114 114 114 114 116 119 121 124 126 128 131 133 135 137 140 142 144 146



CONF 1 + F


2500 8000

3000 10000


14.6 12.6

18.7 17.3

4000 3500 13000 11500 and above 20.3 19.3

22.4 21.8

CONF 2 2250 7000

2750 9000


18.2 16.1

18.2 16.8

20.1 19.2

CONF 3 2000 6500

2500 8000

2750 9000 and above

19.2 17.0

20.2 19.3

20.2 19.3


CTV A320 FLEET FCOM

← K to L →

PER-TOF-CTA-40-30 P 44/50 30 MAY 13





MTOW (1000 kg)



<45

45

45 to 78

-

45


<45

45

46

48

50

52

54

56

58

60

62

64

66

68

70

72

74

76

78

122

122 123 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161

122

122 123 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161

116

116 117 120 123 125 128 130 132 135 137 139 142 144 146 149 151 153 155


MTOW (1000 kg)



<45.3

45.3

45.3 to 78

-

45.3


<45.3 45.3 46

48

50 52 54

56

58

60

62

64

66

68 70

72

74

76

78

122 122 123 125 128 130 133 135 138 140 142 145 147 149 152 154 156 158 160 120 120 121 123 126 128 131 133 136 138 140 143 145 147 150 152 154 156 158 116 116 117 119 122 124 127 129 132 134 136 139 141 143 146 148 150 152 154

CTV A320 FLEET FCOM

←L→

PER-TOF-CTA-40-30 P 45/50 30 MAY 13





MTOW (1000 kg)



<45

45

46

46 to 78

-

44

48


<44 44

46

48

50

52

54 56

58

60

62

64

66

68

70

72 74

76

78

121 121 123 126 129 131 134 136 139 141 143 146 148 150 152 155 157 159 161 119 119 121 124 127 129 132 134 137 139 141 144 146 148 150 153 155 157 159 114 114 114 117 120 122 125 127 130 132 134 137 139 141 143 146 148 150 152

TAKEOFF FROM A 10 MM (2/5 INCH) DRY SNOW COVERED RUNWAY Ident.: PER-TOF-CTA-40-30-00014772.0012001 / 14 DEC 12 Applicable to: PK-GLX, PK-GLY


CONF 1 + F


2500 8000

3000 10000


8.5 7.1

8.5 7.1

4000 3500 13000 11500 and above 9.5 8.5

10.8 10.2

CONF 2 2250 7000

2750 9000


10.1 8.2

9.6 8.2

7.6 6.7

CONF 3 2000 6500

2500 8000

2750 9000 and above

12.4 10.2

11.4 10.0

10.5 9.6


CTV A320 FLEET FCOM

← L to M →

PER-TOF-CTA-40-30 P 46/50 30 MAY 13





<51

51

52

54

56

56 to 78

-

45

47

52

56


MTOW (1000 kg)



<45

45

46

48

50

52

54

56

58

60

62

64

66

68

70

72

74

76

78

122

122 123 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161

121

121 122 125 128 130 133 135 137 140 142 144 147 149 151 154 156 158 160

116

116 116 116 116 116 116 116 118 121 123 125 128 130 132 135 137 139 141




-

52.1

54

56

57.3

57.3 to 78

45.3

47

54

57.3


<45.3 45.3 46

48 50 52 54 56 57.3 58

60

62 64 66 68 70

72

74

76

78

122 122 123 125 128 130 133 135 137 138 140 142 145 147 149 152 154 156 158 160 117 117 118 120 123 125 128 130 132 133 135 137 140 142 144 147 149 151 153 155 114 114 114 114 114 114 114 114 114 115 117 119 122 124 126 128 131 133 135 137

CTV A320 FLEET FCOM

←M→

PER-TOF-CTA-40-30 P 47/50 30 MAY 13





MTOW (1000 kg)



<44 44

51.5

52

54

56

57.3

57.3 to 78

44

48

50

54

57.3


46

48 50 52

54

56 57.3 58

60

62

64

66

68

70

72

74

76 78

121 121 123 126 129 131 134 136 138 139 141 143 146 148 150 152 155 157 159 161 118 118 120 123 126 128 131 133 135 136 138 140 143 145 147 149 152 154 156 158 114 114 114 114 114 114 114 114 114 115 117 119 122 124 126 128 131 133 135 137

TAKEOFF FROM A 130 MM (5 + 1/8 INCHES) DRY SNOW COVERED RUNWAY Ident.: PER-TOF-CTA-40-30-00014775.0012001 / 14 DEC 12 Applicable to: PK-GLX, PK-GLY


CONF 1 + F


2500 8000

3000 10000


17.0 15.0

13.9 12.5

4000 3500 13000 11500 and above 11.9 11.3

11.9 11.3

CONF 2 2250 7000

2750 9000


15.1 13.0

12.8 11.4

9.9 9.0

CONF 3 2000 6500

2500 8000

2750 9000 and above

18.6 16.4

16.3 14.9

14.3 13.4


CTV A320 FLEET FCOM

← M to N →

PER-TOF-CTA-40-30 P 48/50 30 MAY 13





MTOW (1000 kg)



<45

45

45 to 78

-

45


<45

45

46

48

50

52

54

56

58

60

62

64

66

68

70

72

74

76

78

122

122 123 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161

122 1212 123 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161 117

117 118 121 124 126 129 131 133 136 138 140 143 145 147 150 152 154 156


MTOW (1000 kg)



<45.3

45.3

45.3 to 78

-

45.3


<45.3 45.3 46

48

50 52 54

56

58

60

62

64

66

68 70

72

74

76

78

122 122 123 125 128 130 133 135 138 140 142 145 147 149 152 154 156 158 160 120 120 121 123 126 128 131 133 136 138 140 143 145 147 150 152 154 156 158 116 116 117 119 122 124 127 129 132 134 136 139 141 143 146 148 150 152 154

CTV A320 FLEET FCOM

←N→

PER-TOF-CTA-40-30 P 49/50 30 MAY 13





MTOW (1000 kg)



<44

44

44 to 78

-

44


<44 44

46

48

50

52

54 56

58

60

62

64

66

68

70

72 74

76

78

121 121 123 126 129 131 134 136 139 141 143 146 148 150 152 155 157 159 161 118 118 120 123 126 128 131 133 136 138 140 143 145 147 149 152 154 156 158 115 115 117 120 123 125 128 130 133 135 137 140 142 144 146 149 151 153 155

CTV A320 FLEET FCOM

←N

PER-TOF-CTA-40-30 P 50/50 30 MAY 13




EXAMPLE TAKEOFF PERFORMANCE ON DRY RUNWAY Ident.: PER-TOF-CTA-40-40-00001790.0333001 / 11 DEC 09 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

DATA Runway length : 3 000 m, OAT = 36 °C, no wind, CONF 1+F Determine maximum takeoff weight on dry runway from RTOW chart (Refer to PER-TOF-TOC-10-30 DESCRIPTION OF TAKEOFF CHART).

Maximum TOW = 80 100 kg, V1 = 153 kt, VR = 156 kt, V2 = 158 kt. TAKEOFF PERFORMANCE ON DRY RUNWAY Ident.: PER-TOF-CTA-40-40-00001790.0611001 / 11 DEC 09 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

DATA Runway length : 3 000 m, OAT = 36 °C, no wind, CONF 1+F Determine maximum takeoff weight on dry runway from RTOW chart (Refer to PER-TOF-TOC-10-30 DESCRIPTION OF TAKEOFF CHART).

Maximum TOW = 80 100 kg, V1 = 153 kt, VR = 156 kt, V2 = 158 kt.

CTV A320 FLEET FCOM

A→

PER-TOF-CTA-40-40 P 1/8 30 MAY 13




TAKEOFF PERFORMANCE ON DRY RUNWAY Ident.: PER-TOF-CTA-40-40-00001790.0335001 / 11 DEC 09 Applicable to: PK-GLH, PK-GLI

DATA Runway length : 10 000 ft, OAT = 36 °C, no wind, CONF 1+F Determine maximum takeoff weight on dry runway from RTOW chart (Refer to PER-TOF-TOC-10-30 DESCRIPTION OF TAKEOFF CHART).

Maximum TOW = 176 600 lb, V1 = 153 kt, VR = 155 kt, V2 = 157 kt. TAKEOFF PERFORMANCE ON WET RUNWAY Ident.: PER-TOF-CTA-40-40-00001791.0345001 / 31 MAR 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

With no thrust reversers operating and assuming that no clearway was used to compute the dry RTOW chart, use the table Refer to PER-TOF-CTA-40-20 NO THRUST REVERSERS OPERATIVE (NO CLEARWAY).

CTV A320 FLEET FCOM

← A to B →

PER-TOF-CTA-40-40 P 2/8 30 MAY 13




‐ Maximum takeoff weight correction: MTOW = 80 100 - 2 000 = 78 100 kg, V1 = 153 - 14 = 139 kt, VR = 156 - 1 = 155 kt, V2 = 158 - 1 = 157 kt. ‐ Flex temperature correction: Assuming an actual takeoff weight of 78 000 kg and an initial flex temperature of 47 °C TOW = 78 000 kg ⇒ Flex temperature = 47 - 5 = 42 °C V1 = 152 - 14 = 138 kt, VR = 154 - 1 = 153 kt, V2 = 156 - 1 = 155 kt. Check the resulting speeds against the minimum speeds as per procedure Refer to PER-TOF-CTA-40-20 HOW TO PROCEED. TAKEOFF PERFORMANCE ON WET RUNWAY Ident.: PER-TOF-CTA-40-40-00001791.0352001 / 31 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

With no thrust reversers operating and assuming that no clearway was used to compute the dry RTOW chart, use the table Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART.

• Maximum takeoff weight correction : MTOW = 80 100 - 900 = 79 200 kg, V1 = 153 - 16 = 137 kt, VR = 156 - 3 = 153 kt, V2 = 158 - 3 = 155 kt. • Flex temperature correction : Assuming an actual takeoff weight of 75 000 kg and an initial flex temperature of 53 °C TOW = 75 000 kg ⇒ Flex temperature = 53 - 3 = 50 °C V1 = 152 - 16 = 136 kt, VR = 153 - 3 = 150 kt, V2 = 154 - 3 = 151 kt. Check the resulting speeds against the minimum speeds as per procedure Refer to PER-TOF-CTA-40-20 HOW TO PROCEED.

CTV A320 FLEET FCOM

←B→

PER-TOF-CTA-40-40 P 3/8 30 MAY 13




TAKEOFF PERFORMANCE ON WET RUNWAY Ident.: PER-TOF-CTA-40-40-00001791.0347001 / 31 MAR 11 Applicable to: PK-GLH, PK-GLI

With no thrust reversers operating and assuming that no clearway was used to compute the dry RTOW chart, use the table Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART.

• Maximum takeoff weight correction : MTOW = 176 600 - 1 400 = 175 200 lb, V1 = 153 - 9 = 144 kt, VR = 155 - 0 = 155 kt, V2 = 157 - 0 = 157 kt. • Flex temperature correction : Assuming an actual takeoff weight of 172 850 lb and an initial flex temperature of 47 °C TOW = 172 850 lb ⇒ Flex temperature = 47 - 2 = 45 °C V1 = 152 - 9 = 145 kt, VR = 154 - 0 = 154 kt, V2 = 156 - 0 = 156 kt. Check the resulting speeds against the minimum speeds as per procedure Refer to PER-TOF-CTA-40-20 HOW TO PROCEED. TAKEOFF PERFORMANCE ON RUNWAY COVERED WITH 1/2 INCH SLUSH Ident.: PER-TOF-CTA-40-40-00001793.0128001 / 11 DEC 09 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

DATA Runway length 3 000 m (no clearway), OAT = 5 °C, 5 kt tailwind, CONF 1 + F Determine maximum takeoff weight on dry runway (Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART)

CTV A320 FLEET FCOM

← B to C →

PER-TOF-CTA-40-40 P 4/8 30 MAY 13




Maximum takeoff weight on dry runway = 80 300 kg Determine a corrected weight (Refer to PER-TOF-CTA-40-30 TAKEOFF FROM A 12.7 MM (1/2 INCH) SLUSH COVERED RUNWAY). As no clearway, use the correction diplayed on the second line (without clearway).

Corrected weight = 80 300 – 17 300 = 63 000 kg Determine maximum takeoff weight and associated speeds :

MTOW = 63 000 kg V1 = 135 kt, VR = 143 kt, V2 = 144 kt TAKEOFF PERFORMANCE ON RUNWAY COVERED WITH 1/2 INCH SLUSH Ident.: PER-TOF-CTA-40-40-00001793.0135001 / 04 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

DATA Runway length 3 000 m (no clearway), OAT = 5 °C, 5 kt tailwind, CONF 1 + F Determine maximum takeoff weight on dry runway (Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART) CTV A320 FLEET FCOM

←C→

PER-TOF-CTA-40-40 P 5/8 30 MAY 13




Maximum takeoff weight on dry runway = 80 300 kg Determine a corrected weight (Refer to PER-TOF-CTA-40-30 TAKEOFF FROM A 12.7 MM (1/2 INCH) SLUSH COVERED RUNWAY). As no clearway, use the correction diplayed on the second line (without clearway).

Corrected weight = 80 300 – 14 700 = 65 600 kg Determine maximum takeoff weight and associated speeds :

MTOW = 65 600 kg V1 = 141 kt, VR = 147 kt, V2 = 148 kt TAKEOFF PERFORMANCE ON RUNWAY COVERED WITH 1/2 INCH SLUSH Ident.: PER-TOF-CTA-40-40-00001793.0130001 / 11 DEC 09 Applicable to: PK-GLH, PK-GLI

DATA Runway length 10 000 ft (no clearway), OAT = 5 °C, 5 kt tailwind, CONF 1 + F Determine maximum takeoff weight on dry runway (Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART) CTV A320 FLEET FCOM

←C→

PER-TOF-CTA-40-40 P 6/8 30 MAY 13




Maximum takeoff weight on dry runway = 177 000 lb Determine a corrected weight (Refer to PER-TOF-CTA-40-30 TAKEOFF FROM A 12.7 MM (1/2 INCH) SLUSH COVERED RUNWAY). As no clearway, use the correction diplayed on the second line (without clearway).

Corrected weight = 177 000 – 38 200 = 138 800 lb Determine maximum takeoff weight and associated speeds :

MTOW = 138 800 lb V1 = 135 kt, VR = 144 kt, V2 = 145 kt

CTV A320 FLEET FCOM

←C

PER-TOF-CTA-40-40 P 7/8 30 MAY 13





CTV A320 FLEET FCOM

PER-TOF-CTA-40-40 P 8/8 30 MAY 13

PERFORMANCE FLIGHT PLANNING


PERFORMANCE FLIGHT PLANNING A320



PER-FPL-GEN GENERAL PER-FPL-GEN-INT INTRODUCTION

GENERAL................................................................................................................................................................ A

PER-FPL-GEN-MFR MINIMUM RECOMMENDED FUEL REQUIREMENTS

MINIMUM RECOMMENDED FUEL REQUIREMENTS.......................................................................................... A

PER-FPL-GEN-FPL FLIGHT PLAN

FLIGHT PLAN..........................................................................................................................................................A

PER-FPL-FLP FLIGHT PREPARATION PER-FPL-FLP-CAT CALCULATION TABLES

GENERAL................................................................................................................................................................ A CALCULATION TABLE........................................................................................................................................... B EXAMPLE................................................................................................................................................................ C

PER-FPL-FLP-ALT ALTITUDE PER-FPL-FLP-ALT-10 OPTIMUM AND MAXIMUM ALTITUDES

DEFINITIONS...........................................................................................................................................................A CRUISE LEVEL CHARTS - GENERAL.................................................................................................................. B CRUISE LEVEL CHARTS - OPTIMUM WEIGHT FOR 4000 FEET STEP CLIMB.................................................C CRUISE LEVEL CHARTS - BLEED CORRECTIONS............................................................................................D CRUISE LEVEL CHARTS - LONG RANGE SPEED..............................................................................................E CRUISE LEVEL CHARTS - M.78........................................................................................................................... F

PER-FPL-FLP-ALT-20 OPTIMUM ALTITUDE ON SHORT STAGE

OPTIMUM ALTITUDE ON SHORT STAGE............................................................................................................A

PER-FPL-FLP-ICR INTEGRATED CRUISE PER-FPL-FLP-ICR-10 GENERAL

GENERAL................................................................................................................................................................ A

PER-FPL-FLP-ICR-20 INTEGRATED CRUISE AT A GIVEN MACH NUMBER

INTEGRATED CRUISE - M.78 FL290.................................................................................................................... A INTEGRATED CRUISE - M.78 FL310.................................................................................................................... B INTEGRATED CRUISE - M.78 FL330....................................................................................................................C INTEGRATED CRUISE - M.78 FL350....................................................................................................................D INTEGRATED CRUISE - M.78 FL370.................................................................................................................... E INTEGRATED CRUISE - M.78 FL390.................................................................................................................... F Continued on the following page

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PER-FPL-PLP-TOC P 1/4 30 MAY 13





PER-FPL-FLP-ICR-30 INTEGRATED CRUISE AT LONG RANGE CRUISE SPEED INTEGRATED INTEGRATED INTEGRATED INTEGRATED INTEGRATED INTEGRATED INTEGRATED INTEGRATED INTEGRATED INTEGRATED INTEGRATED INTEGRATED INTEGRATED INTEGRATED INTEGRATED

CRUISE CRUISE CRUISE CRUISE CRUISE CRUISE CRUISE CRUISE CRUISE CRUISE CRUISE CRUISE CRUISE CRUISE CRUISE

- LR FL100....................................................................................................................... A - LR FL120....................................................................................................................... B - LR FL150....................................................................................................................... C - LR FL170....................................................................................................................... D - LR FL190....................................................................................................................... E - LR FL210........................................................................................................................F - LR FL230....................................................................................................................... G - LR FL250....................................................................................................................... H - LR FL270.........................................................................................................................I - LR FL290........................................................................................................................J - LR FL310....................................................................................................................... K - LR FL330........................................................................................................................L - LR FL350.......................................................................................................................M - LR FL370....................................................................................................................... N - LR FL390....................................................................................................................... O

PER-FPL-FLP-ICR-40 CLIMB CORRECTION

CLIMB CORRECTION.............................................................................................................................................A

PER-FPL-FLP-ICR-50 STEP CLIMB CORRECTION

STEP CLIMB CORRECTION.................................................................................................................................. A

PER-FPL-FLP-ICR-60 DESCENT CORRECTION

DESCENT CORRECTION.......................................................................................................................................A

PER-FPL-FLP-QFP QUICK DETERMINATION OF FLIGHT PLANNING PER-FPL-FLP-QFP-10 INTRODUCTION

INTRODUCTION......................................................................................................................................................A

PER-FPL-FLP-QFP-20 CORRECTION FOR DEVIATION FROM REFERENCE LANDING WEIGHT

CORRECTION FOR DEVIATION FROM REFERENCE LANDING WEIGHT........................................................ A

PER-FPL-FLP-QFP-30 EXAMPLE

EXAMPLE................................................................................................................................................................ A

PER-FPL-FLP-QFP-40 FLIGHT PLANNING AT A GIVEN MACH NUMBER

FLIGHT PLANNING M.78....................................................................................................................................... A

PER-FPL-FLP-QFP-50 FLIGHT PLANNING AT LONG RANGE SPEED

FLIGHT PLANNING LRC........................................................................................................................................ A Continued on the following page

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PER-FPL-FLP-ALN ALTERNATE PER-FPL-FLP-ALN-20 ALL ENGINES OPERATIVE


GENERAL................................................................................................................................................................ A CORRECTION FOR DEVIATION FROM REFERENCE WEIGHT......................................................................... B ALTERNATE PLANNING ISA................................................................................................................................. C

PER-FPL-FLP-FTK FUEL TANKERING

GENERAL................................................................................................................................................................ A CALCULATION........................................................................................................................................................ B FUEL TANKERING TABLES.................................................................................................................................. C EXAMPLE................................................................................................................................................................ D

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CTV A320 FLEET FCOM




GENERAL - INTRODUCTION

GENERAL Ident.: PER-FPL-GEN-INT-00001836.0001001 / 08 FEB 11 Applicable to: ALL

Use this flight planning chapter when no precalculated flight plan is available. It contains the following general graphs and tables : ‐ Maximum and optimum cruise altitudes for M .78 and long range speed ‐ Optimum altitude on short stage ‐ Ground mile to air mile conversion for M .78 and long range speed The integrated range method includes the following tables : ‐ Integrated cruise tables for M .78 for flight levels from FL 290 to FL 390, ‐ Integrated cruise tables for long range speed for flight levels from FL 100 to FL 390, ‐ Climb, step climb and descent correction tables. These tables allow the flight planning to be done segment by segment. For calculation tables, Refer to PER-FPL-FLP-CAT CALCULATION TABLE. And for a comprehensive example to show how to use them, Refer to PER-FPL-FLP-CAT EXAMPLE. For the quick determination method, Refer to PER-FPL-FLP-QFP-40 FLIGHT PLANNING M.78 and Refer to PER-FPL-FLP-QFP-50 FLIGHT PLANNING LRC.

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PER-FPL-GEN-INT P 1/2 19 JUL 11



GENERAL - INTRODUCTION


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PER-FPL-GEN-INT P 2/2 19 JUL 11


GENERAL - MINIMUM RECOMMENDED FUEL REQUIREMENTS


MINIMUM RECOMMENDED FUEL REQUIREMENTS Ident.: PER-FPL-GEN-MFR-00001837.0001001 / 08 FEB 11 Applicable to: ALL

The total fuel quantity required to fly a given sector is the sum of the following quantities: TAXI FUEL Quantity required for startup and taxi. Fuel calculation is based on a consumption of 11.5 kg/min or 25 lb/min Average quantity (12 min) → 140 kg or 300 lb TRIP FUEL Fuel required from departure to destination includes the following quantities: ‐ Takeoff and climb at selected speed. ‐ Cruise at selected speed. ‐ Descent from cruising level to 1 500 ft above destination airport. ‐ Approach and landing. Fuel calculation is based on a consumption of 20 kg/min or 45 lb/min Average quantity (6 min IFR) →120 kg or 270 lb RESERVE FUEL This quantity includes : “EN ROUTE” RESERVE FUEL (CONTINGENCY FUEL) • According to national regulations and company policy (generally based on a percentage of trip fuel). ALTERNATE FUEL • Fuel required to fly from destination to alternate airport. It includes go-around 100 kg or 220 lb, climb to cruising level, cruise at long range speed, descent and approach procedure. 80 kg or 180 lb for 4 min VFR HOLDING FUEL Calculation of holding fuel should take into account the altitude of the alternate and the landing weight at the alternate. To use holding charts Refer to PER-HLD-GEN GENERAL. A conservative quantity corresponding to a 30 min holding at 1 500 ft above alternate airport elevation at “green dot” speed in the clean configuration is 1 200 kg or 2 700 lb

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PER-FPL-GEN-MFR P 1/2 19 JUL 11



GENERAL - MINIMUM RECOMMENDED FUEL REQUIREMENTS

APU FUEL During ground operations, APU fuel consumption is about 130 kg/h or 290 lb/h (Packs ON, 90 KVA load on APU GEN).

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PER-FPL-GEN-MFR P 2/2 19 JUL 11


GENERAL - FLIGHT PLAN


FLIGHT PLAN Ident.: PER-FPL-GEN-FPL-00001835.0001001 / 22 MAR 11 Applicable to: ALL

When no precalculated flight plan is available, flight planning can be determined by using the tables given in this chapter. Fuel policy will be the same as for precalculated flight plan. The graph on the following page defines the different terms used in this chapter.

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PER-FPL-GEN-FPL P 1/2 19 JUL 11



GENERAL - FLIGHT PLAN


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PER-FPL-GEN-FPL P 2/2 19 JUL 11



FLIGHT PREPARATION - CALCULATION TABLES

GENERAL Ident.: PER-FPL-FLP-CAT-00001795.0001001 / 30 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

The following tables can be used for the flight planning. The first table allows the planner to calculate fuel and time during cruise, with a possible step climb (Refer to PER-FPL-FLP-CAT CALCULATION TABLE). The second table shows the fuel and time planning for the whole flight plan (Refer to PER-FPL-FLP-CAT CALCULATION TABLE). At the end of the section an example shows how to use both tables for a given mission. CTV A320 FLEET FCOM

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PER-FPL-FLP-CAT P 1/22 30 MAY 13



Note:


‐ Differences in fuel consumption during step climb sections will be taken into account in the calculation table (Refer to PER-FPL-FLP-CAT CALCULATION TABLE). ‐ To find optimum aircraft weight to proceed to next flight level (4 000 ft step) (Refer to PER-CRZ-ALT-10 CRUISE LEVEL CHARTS GENERAL). ‐ Integrated cruise tables are established for ISA conditions only. Corrections due to differences from ISA temperature are included in the calculation table (Refer to PER-FPL-FLP-CAT CALCULATION TABLE). ‐ Overhead departure weight is assumed to be equal to weight at brake release. ‐ Overhead destination weight must be entered in the calculation table (Refer to PER-FPL-FLP-CAT CALCULATION TABLE).

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GENERAL Ident.: PER-FPL-FLP-CAT-00001795.0002001 / 30 MAR 11 Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

The following tables can be used for the flight planning. The first table allows the planner to calculate fuel and time during cruise, with a possible step climb (Refer to PER-FPL-FLP-CAT CALCULATION TABLE). The second table shows the fuel and time planning for the whole flight plan (Refer to PER-FPL-FLP-CAT CALCULATION TABLE). At the end of the section an example shows how to use both tables for a given mission. CTV A320 FLEET FCOM

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Following tables have been calculated using databases for CFM 56–5–B /P SAC. If the engines fitted on the aircraft are not /P, the fuel consumption has to be increased by 3 % . Note:

‐ Differences in fuel consumption during step climb sections will be taken into account in the calculation table (Refer to PER-FPL-FLP-CAT CALCULATION TABLE). ‐ To find optimum aircraft weight to proceed to next flight level (4 000 ft step) (Refer to PER-CRZ-ALT-10 CRUISE LEVEL CHARTS GENERAL). ‐ Integrated cruise tables are established for ISA conditions only. Corrections due to differences from ISA temperature are included in the calculation table (Refer to PER-FPL-FLP-CAT CALCULATION TABLE). ‐ Overhead departure weight is assumed to be equal to weight at brake release. ‐ Overhead destination weight must be entered in the calculation table (Refer to PER-FPL-FLP-CAT CALCULATION TABLE).

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CALCULATION TABLE Ident.: PER-FPL-FLP-CAT-00001796.0001001 / 14 NOV 11 Applicable to: ALL

1 2 3

(1) Max TO Weight at BRAKE RELEASE ▾ WEIGHT Overhead Destination - Temperature Correction for CRUISE

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B→

• • • Continued on the following page





4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19

+ Correction for Low Air Conditioning - CLIMB correction + TO Altitude correction - STEP CLIMB correction = Corrected Weight Overhead Destination + DESCENT correction (including 6 min IFR) (2) Landing Weight at Destination - ALTERNATE Fuel = ALTERNATE Landing Weight - HOLDING = Weight at END OF HOLDING TRIP FUEL (1) - (2) - "En Route" Reserve (3) ZERO FUEL WEIGHT - OPERATING WEIGHT EMPTY = Max Allowable Payload

•

BLOCK FUEL CALCULATION

20 21 22

Required Fuel (1) - (3) + Taxi = Block Fuel

23 24 25 26

FLIGHT TIME CALCULATION (H. MIN) Time from integrated Cruise Tables + CLIMB Correction + DESCENT Correction (including 6 min IFR) = Flight Time

Note:

Line 3

:

Line 6

:

Line 10 : Line 17 : Line 22 :

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Continued from the previous page + • • + • • = • + • = • • = • • = • /////////////// • = • • = •

▸ + = ▸ + + =

• • • • • • •

temperature correction : 0.015 (kg/°C/NM) × ΔISA (°C) × air distance (NM) or 0.033 (lb/°C/NM) × ΔISA (°C) × air distance (NM) TO altitude correction : 0.5 (kg/1 000 kg /1 000 ft) × TOW (1 000 kg) × airport elevation (1 000 ft ) or 0.5 (lb/1 000 lb /1 000 ft ) × TOW (1 000 lb) × airport elevation (1 000 ft) Check that landing weight at destination is lower than maximum landing weight. Check that the zero fuel weight is lower than maximum zero fuel weight. Check that the block fuel value is lower than maximum tank capacity.

←B





EXAMPLE Ident.: PER-FPL-FLP-CAT-00001797.0046001 / 14 NOV 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

DATA ‐ ‐ ‐ ‐ ‐ ‐

TO weight Ground distance to destination Wind Selected initial FL Mach number Temperature

: : : : : :

72 000 kg 2 000 nm –50 kt (head wind) 350 M .78 ISA +10

DETERMINATION OF CRUISE FUEL AND TIME A :

Enter the chosen flight Mach number, flight level, ground distance to be covered and forecast windspeed in the calculation table (See CALCULATION TABLE). Calculate the air distance (Refer to PER-OPD-CON-AEO M.78) here : M .78, 50 kt head wind, 2 000 nm ground distance → air distance : 2 248 nm

CRUISE TABLE FL350 B :

C : D : E :

Read from integrated cruise table (M .78, FL 350) the values for time and distance for a weight of 72 000 kg (Refer to PER-FPL-FLP-ICR-20 INTEGRATED CRUISE - M.78 FL350) : → distance : 6 589 nm → time : 879 min Read from Refer to PER-CRZ-ALT-10 CRUISE LEVEL CHARTS GENERAL the value for the optimum aircraft weight to proceed to FL 390 → 62 000 kg Enter integrated cruise table (M .78, FL 350) and read the values for a weight of 62 000 kg (begin of first step climb) → distance : 4 703 nm → time : 628 min Calculate the values for the first cruise segment : Fuel : 72 000 – 62 000 = 10 000 kg Distance : 6 589 – 4 703 = 1 886 nm Time : 879 – 628 = 251 min Remaining distance : 2 248 – 1 886 = 362 nm

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CRUISE TABLE FL390 F :

G : H : I :

J : K :

Read from integrated cruise table (M .78, FL 390) the values for time and distance for the weight of 62 000 kg (Refer to PER-FPL-FLP-ICR-20 INTEGRATED CRUISE - M.78 FL390) → distance : 5 084 nm → time : 682 min Subtract remaining distance : 5 084 – 362 = 4 722 nm Interpolate in integrated cruise table (M .78, FL 390) the weight and time values corresponding to the distance of 4 722 nm → weight : 60 200 kg → time : 633 min Calculate values for the second cruise segment : Fuel : 62 000 – 60 200 = 1 800 kg Distance : 5 084– 4 722 = 362 nm Time : 682– 633 = 49 min Crosscheck that remaining air distance equals zero. Fill in the final table with weight overhead departure (72 000 kg) and weight overhead destination (60 200 kg). Calculate total values : Fuel : 72 000 – 60 200 = 11 800 kg Time : 251 + 49 = 300 min = 5 h

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DATA ‐ ‐ ‐ ‐ ‐ ‐

TO weight Ground distance to destination Wind Selected first flight level M .78 Temperature

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: : : :

72 000 kg 2 000 nm –50 kt FL 350

:

ISA +10 along the whole flight profile PER-FPL-FLP-CAT P 9/22 30 MAY 13




‐ Airport elevation ‐ Normal air conditioning

:

1 500 ft

STEPS 1 2

: :

3

:

4 5

: :

6 7 8 9

: : : :

10 11

: :

12 : 13 : 14 : 15 : 16 : 17 : 18-19:

Fill in Max TO weight → 72 000 kg Enter the integrated cruise table corresponding to the chosen FL with TO weight at brake release point and calculate weight overhead destination. (See CALCULATION TABLE). Fill in → 60 200 kg Apply temperature correction for given air distance : 2 248 nm × 10 °C × 0.015/°C/NM = 337 kg (enter 400 kg into table) Correction for low air conditioning → here = 0 Subtract climb correction for chosen FL (Refer to PER-FPL-FLP-ICR-40 CLIMB CORRECTION) → 1 050 kg Add TO altitude correction 0.5 × 72 × 1.5 = 54 kg (enter100 kg into table) Subtract value for step climb correction : 50 kg (enter 100 kg into table) Calculate corrected weight overhead destination → 58 700 kg Enter weight overhead destination and find descent correction (including 6 min IFR) (Refer to PER-FPL-FLP-ICR-60 DESCENT CORRECTION) → 300 kg Calculate landing weight at destination → 59 000 kg Subtract alternate fuel, e.g. : 100 nm at FL 100 (Refer to PER-FPL-FLP-ALN-20 CORRECTION FOR DEVIATION FROM REFERENCE WEIGHT) → 984 kg Landing weight at alternate → 59 000 - 984 = 58 016 kg Correction due to deviation from reference landing weight at alternate (Refer to PER-FPL-FLP-ALN-20 ALTERNATE PLANNING ISA) → 6 × (58.0 - 55) = 18 kg Corrected alternate fuel → 1 002 kg Calculate alternate landing weight → 58 000 kg Subtract holding fuel (Refer to PER-HLD-GEN GENERAL) → 1 098 kg Calculate weight at end of holding → 56 200 kg Calculate trip fuel → 13 000 kg Subtract “En Route” reserve (standard amount is 5 % of trip fuel) → 650 kg Calculate zero fuel weight → 56 200 kg Subtract dry operating weight to obtain maximum allowable payload.

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20-22: 23-26:


Calculate ramp fuel (Refer to PER-FPL-GEN-MFR MINIMUM RECOMMENDED FUEL REQUIREMENTS for taxi fuel). Calculate flight time : (See CALCULATION TABLE, Refer to PER-FPL-FLP-ICR-40 CLIMB CORRECTION, Refer to PER-FPL-FLP-ICR-60 DESCENT CORRECTION).

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19

(1) Max TO Weight at BRAKE RELEASE WEIGHT Overhead Destination - Temperature Correction for CRUISE + Correction for Low Air Conditioning - CLIMB correction + TO Altitude correction - STEP CLIMB correction = Corrected Weight Overhead Destination + DESCENT correction (including 6 min IFR) (2) Landing Weight at Destination - ALTERNATE Fuel = ALTERNATE Landing Weight - HOLDING = Weight at END OF HOLDING TRIP FUEL (1) - (2) - "En Route" Reserve (3) ZERO FUEL WEIGHT - OPERATING WEIGHT EMPTY = Max Allowable Payload

▾

1

3

•


20 21 22


23 24 25 26


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0

▸ ▸ + + = + = = =

7 6

2 • 0 • 0 • 0 • 1 • 0 • 0 • 5 8 • 0 • 5 9 • 1 • 5 8 • 1 • 5 6 • /////////////// 0 • 5 6 • 4 1 • 1 4 •

= = ▸ + =

1

▸ + + =

0 2 4 0 1 1 1 7 3 0 0 0 1 9 7 2 3 9

1

5 0 6

• • •

8 2 0

5 0 0 5

• • • •

0 0 1 1

0 5 0 5





Note:

Line 3

:

Line 6

:


temperature correction: 0.015 (kg/°C/NM) × ΔISA (°C) × air distance (NM) TO altitude correction: 0.5 (kg/1 000 kg/1 000 ft) × TOW (1 000 kg) × airport elevation (1 000 ft). Check that landing weight at destination is lower than maximum landing weight. Check that the zero fuel weight is lower than maximum zero fuel weight. Check that the block fuel value is lower than maximum tank capacity. EXAMPLE

Ident.: PER-FPL-FLP-CAT-00001797.0061001 / 14 NOV 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

DATA ‐ ‐ ‐ ‐ ‐ ‐

TO weight Ground distance to destination Wind Selected initial FL Mach number Temperature

: : : : : :

72 000 kg 2 000 nm –50 kt (head wind) 350 M .78 ISA +10




C : D :

Read from integrated cruise table (M .78, FL 350) the values for time and distance for a weight of 72 000 kg (Refer to PER-FPL-FLP-ICR-20 INTEGRATED CRUISE - M.78 FL350) : → distance : 5 599 nm → time : 747 min Read from Refer to PER-CRZ-ALT-10 CRUISE LEVEL CHARTS GENERAL the value for the optimum aircraft weight to proceed to FL 390 → 62 000 kg Enter integrated cruise table (M .78, FL 350) and read the values for a weight of 62 000 kg (begin of first step climb) → distance : 3 759 nm → time : 502 min

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E :


Calculate the values for the first cruise segment : Fuel : 72 000 – 62 000 = 10 000 kg Distance : 5 599 – 3 759 = 1 840 nm Time : 747 – 502 = 245 min Remaining distance : 2 248 – 1 840 = 408 nm


G : H : I :

J : K :

Read from integrated cruise table (M .78, FL 390) the values for time and distance for the weight of 62 000 kg (Refer to PER-FPL-FLP-ICR-20 INTEGRATED CRUISE - M.78 FL390) → distance : 4 050 nm → time : 543 min Subtract remaining distance : 4 050 – 408 = 3 642 nm Interpolate in integrated cruise table (M .78, FL 390) the weight and time values corresponding to the distance of 3 642 nm → weight : 60 000 kg → time : 489 min Calculate values for the second cruise segment : Fuel : 62 000 – 60 000 = 2 000 kg Distance : 4 050 – 3 642 = 408 nm Time : 543-489 = 54 min Crosscheck that remaining air distance equals zero. Fill in the final table with weight overhead departure (72 000 kg) and weight overhead destination (60 000 kg). Calculate total values : Fuel : 72 000 – 60 000 = 12 000 kg Time : 245 + 54 = 299 min = 4 h 59 min

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DATA ‐ ‐ ‐ ‐ ‐ ‐


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: : : :

72 000 kg 2 000 nm –50 kt FL 350

:






:

1 500 ft

STEPS 1 2

: :

3

:

4 5

: :

6 7 8 9

: : : :

10 11

: :

12 : 13 : 14 : 15 : 16 : 17 : 18-19:

Fill in Max TO weight → 72 000 kg Enter the integrated cruise table corresponding to the chosen FL with TO weight at brake release point and calculate weight overhead destination. (See CALCULATION TABLE). Fill in → 60 000 kg Apply temperature correction for given air distance : 2 248 nm × 10 °C × 0.015/°C/NM = 337 kg (enter 400 kg into table) Correction for low air conditioning → here = 0 Subtract climb correction for chosen FL (Refer to PER-FPL-FLP-ICR-40 CLIMB CORRECTION) → 1 000 kg Add TO altitude correction 0.5 × 72 × 1.5 = 54 kg (enter100 kg into table) Subtract value for step climb correction : 50 kg (enter 100 kg into table) Calculate corrected weight overhead destination → 58 600 kg Enter weight overhead destination and find descent correction (including 6 min IFR) (Refer to PER-FPL-FLP-ICR-60 DESCENT CORRECTION) → 200 kg Calculate landing weight at destination → 58 800 kg Subtract alternate fuel, e.g. : 100 nm at FL 100 (Refer to PER-FPL-FLP-ALN-20 ALTERNATE PLANNING ISA) → 986 kg Landing weight at alternate → 58 800 - 986 = 57 814 kg Correction due to deviation from reference landing weight at alternate (Refer to PER-FPL-FLP-ALN-20 CORRECTION FOR DEVIATION FROM REFERENCE WEIGHT) → 6 × (57.8 - 55) = 16.8 kg Corrected alternate fuel → 1 003 kg Calculate alternate landing weight → 57 800 kg Subtract holding fuel (Refer to PER-HLD-GEN GENERAL) → 1 094 kg Calculate weight at end of holding → 56 700 kg Calculate trip fuel → 13 200 kg Subtract “En Route” reserve (standard amount is 5 % of trip fuel) → 660 kg Calculate zero fuel weight → 56 000 kg Subtract dry operating weight to obtain maximum allowable payload.

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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19


▾

1

3

•


20 21 22


23 24 25 26


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2

▸ ▸ + + = + = = =

7 6

2 • 0 • 0 • 0 • 1 • 0 • 0 • 5 8 • 0 • 5 8 • 1 • 5 7 • 1 • 5 6 • /////////////// 0 • 5 6 • 4 1 • 1 4 •

= = ▸ + =

1

▸ + + =

0 0 4 0 0 1 1 6 2 8 0 8 1 7 7 0 3 7

1

6 0 6

• • •

1 2 3

4 0 0 5

• • • •

5 0 1 1

9 5 0 4





Note:

Line 3

:

Line 6

:


temperature correction: 0.015 (kg/°C/NM) × ΔISA (°C) × air distance (NM) TO altitude correction: 0.5 (kg/1 000 kg/1 000 ft) × TOW (1 000 kg) × airport elevation (1 000 ft). Check that landing weight at destination is lower than maximum landing weight. Check that the zero fuel weight is lower than maximum zero fuel weight. Check that the block fuel value is lower than maximum tank capacity. EXAMPLE

Ident.: PER-FPL-FLP-CAT-00001797.0062001 / 14 NOV 11 Applicable to: PK-GLH, PK-GLI

DATA ‐ ‐ ‐ ‐ ‐ ‐

TO weight Ground distance to destination Wind Selected initial Mach number Temperature

: : : : : :

150 000 lb 2 000 nm –50 kt (head wind) FL350 M .78 ISA +10




C : D :

Read from integrated cruise table (M .78, FL 350) the values for time and distance for a weight of 150 000 lb (Refer to PER-FPL-FLP-ICR-20 INTEGRATED CRUISE - M.78 FL350) : → distance : 4 596 nm → time : 613 min Read from Refer to PER-CRZ-ALT-10 CRUISE LEVEL CHARTS GENERAL the value for the optimum aircraft weight to proceed to FL 390 → 136 000 lb Enter integrated cruise table (M .78, FL 350) and read the values for a weight of 136 000 lb (begin of first step climb) → distance : 3 398 nm → time : 453 min

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E :


Calculate the values for the first cruise segment : Fuel : 150 000 – 136 000 = 14 000 lb Distance : 4 596 – 3 398 = 1 198 nm Time : 613 – 453 = 160 min Remaining distance : 2 248 – 1 198 = 1 050 nm


G : H : I :

J : K :

Read from integrated cruise table (M .78, FL 390) the values for time and distance for the weight of 130 000 lb (Refer to PER-FPL-FLP-ICR-20 INTEGRATED CRUISE - M.78 FL390) → distance : 3 654 nm → time : 490 min Subtract remaining distance : 3 654 – 1 050 = 2 604 nm Interpolate in integrated cruise table (M .78, FL 390) the weight and time values corresponding to the distance of 2 604 nm → weight : 124 800 lb → time : 350 min Calculate values for the second cruise segment : Fuel : 136 000 – 124 800 = 11 200 lb Distance : 3 654 – 2 604 = 1 050 nm Time : 490 – 350 = 140 min Crosscheck that remaining air distance equals zero. Fill in the final table with weight overhead departure (150 000 lb) and weight overhead destination (124 800 lb). Calculate total values : Fuel : 150 000 – 124 800 = 25 200 lb Time : 160 + 140 = 300 min = 5 h

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DATA ‐ ‐ ‐ ‐ ‐ ‐


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: : : :

150 000 lb 2 000 nm –50 kt (headwind) FL 350

:






:

1 500 ft

STEPS 1 2

: :

3

:

4 5

: :

6 7 8 9

: : : :

10 11

: :

12 : 13 : 14 : 15 : 16 : 17 : 18-19:

Fill in Max TO weight → 150 000 lb Enter the integrated cruise table corresponding to the chosen FL with TO weight at brake release point and calculate weight overhead destination. (See CALCULATION TABLE). Fill in → 124 800 lb Apply temperature correction for given air distance : 2 248 nm × 10 °C × 0.033/°C/NM = 742 lb (enter 800 lb into table) Correction for low air conditioning → here = 0 Subtract climb correction for chosen FL (Refer to PER-FPL-FLP-ICR-40 CLIMB CORRECTION) → 2 100 lb Add TO altitude correction 0.5 × 150 × 1.5 = 112.5 lb (enter 100 lb into table) Subtract value for step climb correction : 110 lb (enter 100 lb into table) Calculate corrected weight overhead destination → 121 900 lb Enter weight overhead destination and find descent correction (including 6 min IFR) (Refer to PER-FPL-FLP-ICR-60 DESCENT CORRECTION) → 300 lb Calculate landing weight at destination → 122 200 lb Subtract alternate fuel, e.g. : 100 nm at FL 100 (Refer to PER-FPL-FLP-ALN-20 CORRECTION FOR DEVIATION FROM REFERENCE WEIGHT) → 2 168 lb Landing weight at alternate → 122 200 - 2 168 = 120 032 lb Correction due to deviation from reference landing weight at alternate (Refer to PER-FPL-FLP-ALN-20 ALTERNATE PLANNING ISA) → 6 × (120.0 - 120) = 0 lb Corrected alternate fuel → 2 168 lb Calculate alternate landing weight → 120 000 lb Subtract holding fuel (Refer to PER-HLD-GEN GENERAL) → 2 293 lb Calculate weight at end of holding → 117 800 lb Calculate trip fuel → 27 800 lb Subtract “En Route” reserve (standard amount is 5 % of trip fuel) → 1 400 lb Calculate zero fuel weight → 116 400 lb Subtract dry operating weight to obtain maximum allowable payload.

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23 24 25 26


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8

▸ ▸ + + = + = = =

1 1

0 • 4 • 0 • 0 • 2 • 0 • 0 • 1 2 1 • 0 • 1 2 2 • 2 • 1 2 0 • 2 • 1 1 7 • /////////////// 1 • 1 1 6 • 9 0 • 2 5 •

= =

5 2

▸ + =

3

▸ + + =

0 8 8 0 1 1 1 9 3 2 2 0 3 7 4 3 4 9

3

3 0 4

• • •

7 4 1

5 0 0 5

• • • •

0 0 1 1

0 4 0 4




Note:

Line 3

:

Line 6

:


CTV A320 FLEET FCOM


temperature correction : 0.033 (lb/°C/NM) × ΔISA (°C) × air distance (NM) TO altitude correction : 0.5 (lb/1 000 lb/1 000 ft) × TOW (1 000 lb) × airport elevation (1 000 ft). Check that landing weight at destination is lower than maximum landing weight. Check that the zero fuel weight is lower than maximum zero fuel weight. Check that the block fuel value is lower than maximum tank capacity.

←C



FLIGHT PREPARATION - ALTITUDE


OPTIMUM AND MAXIMUM ALTITUDES DEFINITIONS Ident.: PER-FPL-FLP-ALT-10-00001798.0001001 / 03 MAR 11 Applicable to: ALL

• Optimum altitude : The altitude at which the airplane covers the maximum distance per kilogram (pound) of fuel (best specific range). It depends on the actual weight and deviation from ISA. • Maximum altitude is defined as the lower of : ‐ maximum altitude at maximum cruise thrust in level flight and ‐ maximum altitude at maximum climb thrust with 300 ft/min vertical speed. Note:

Definition of the maximum altitude in the FMGC is different (Refer to DSC-22_20-40-30 Other Computations - Recommended Maximum Altitude (REC MAX)). CRUISE LEVEL CHARTS - GENERAL

Ident.: PER-FPL-FLP-ALT-10-00013087.0001001 / 09 MAR 11 Applicable to: ALL

These charts have been established for a center of gravity at 33 % MAC. Maximum and optimum altitudes are given for different temperatures at long range speed and M 78. Note:

The n = 1.3 g (1.4 g) curve indicates the buffet margin. CRUISE LEVEL CHARTS - OPTIMUM WEIGHT FOR 4000 FEET STEP CLIMB

Ident.: PER-FPL-FLP-ALT-10-00012768.0040001 / 01 OCT 12 Applicable to: ALL

Refer to PER-CRZ-ALT-10 CRUISE LEVEL CHARTS OPTIMUM WEIGHT FOR 4000 FEET STEP CLIMB. CRUISE LEVEL CHARTS - BLEED CORRECTIONS Ident.: PER-FPL-FLP-ALT-10-00012769.0028001 / 01 OCT 12 Applicable to: ALL

Refer to PER-CRZ-ALT-10 CRUISE LEVEL CHARTS BLEED CORRECTIONS. CRUISE LEVEL CHARTS - LONG RANGE SPEED Ident.: PER-FPL-FLP-ALT-10-00012771.0092001 / 01 OCT 12 Applicable to: ALL

Refer to PER-CRZ-ALT-10 CRUISE LEVEL CHARTS LONG RANGE SPEED.

CTV A320 FLEET FCOM

A to E

PER-FPL-FLP-ALT-10 P 1/2 13 NOV 12




CRUISE LEVEL CHARTS - M.78 Ident.: PER-FPL-FLP-ALT-10-00012770.0037001 / 01 OCT 12 Applicable to: ALL

Refer to PER-CRZ-ALT-10 CRUISE LEVEL CHARTS M.78.

CTV A320 FLEET FCOM

F





OPTIMUM ALTITUDE ON SHORT STAGE OPTIMUM ALTITUDE ON SHORT STAGE Ident.: PER-FPL-FLP-ALT-20-00001800.0015001 / 01 OCT 12 Applicable to: ALL

Refer to PER-CRZ-ALT-30 OPTIMUM ALTITUDE ON SHORT STAGE.

CTV A320 FLEET FCOM

A






CTV A320 FLEET FCOM




FLIGHT PREPARATION - INTEGRATED CRUISE

GENERAL GENERAL Ident.: PER-FPL-FLP-ICR-10-00001801.0001001 / 09 DEC 09 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

Integrated cruise tables allow the planner to calculate the cruise fuel consumption and the cruise time required to cover a given air distance. In the tables, the difference between two gross weights represents the fuel consumption. The difference between the corresponding distances and times respectively represents the cruise distance covered and the cruise time for this fuel consumption. Integrated cruise tables are established for M .78 at fixed levels from FL 290 to FL 390 and for long range speed at fixed levels from FL 100 to FL 390. Corrections are given on separate tables to allow for step climbs and to take into account the climb and the descent phases. GENERAL Ident.: PER-FPL-FLP-ICR-10-00001801.0002001 / 02 MAR 11 Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

Integrated cruise tables allow the planner to calculate the cruise fuel consumption and the cruise time required to cover a given air distance. In the tables, the difference between two gross weights represents the fuel consumption. The difference between the corresponding distances and times respectively represents the cruise distance covered and the cruise time for this fuel consumption. Integrated cruise tables are established for M .78 at fixed levels from FL 290 to FL 390 and for long range speed at fixed levels from FL 100 to FL 390. Corrections are given on separate tables to allow for step climbs and to take into account the climb and the descent phases. Following tables have been calculated using databases for CFM 56-5-B /P. If the engines fitted on the aircraft are not /P, the fuel consumption has to be increased by 3 %.

CTV A320 FLEET FCOM

A

PER-FPL-FLP-ICR-10 P 1/2 30 MAY 13





CTV A320 FLEET FCOM





INTEGRATED CRUISE AT A GIVEN MACH NUMBER INTEGRATED CRUISE - M.78 FL290 Ident.: PER-FPL-FLP-ICR-20-00001802.0012001 / 10 DEC 09 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

A→





INTEGRATED CRUISE - M.78 FL290 Ident.: PER-FPL-FLP-ICR-20-00001802.0026001 / 29 MAR 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

←A→





INTEGRATED CRUISE - M.78 FL290 Ident.: PER-FPL-FLP-ICR-20-00001802.0027001 / 10 DEC 09 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

←A





INTEGRATED CRUISE - M.78 FL310 Ident.: PER-FPL-FLP-ICR-20-00001803.0026001 / 10 DEC 09 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

B→





INTEGRATED CRUISE - M.78 FL310 Ident.: PER-FPL-FLP-ICR-20-00001803.0012001 / 10 DEC 09 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

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←E






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F→






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←F→






CTV A320 FLEET FCOM

←F





INTEGRATED CRUISE AT LONG RANGE CRUISE SPEED INTEGRATED CRUISE - LR FL100 Ident.: PER-FPL-FLP-ICR-30-00001808.0026001 / 09 DEC 09 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

A→





INTEGRATED CRUISE - LR FL100 Ident.: PER-FPL-FLP-ICR-30-00001808.0012001 / 09 DEC 09 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

←A→





INTEGRATED CRUISE - LR FL100 Ident.: PER-FPL-FLP-ICR-30-00001808.0027001 / 09 DEC 09 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

←A





INTEGRATED CRUISE - LR FL120 Ident.: PER-FPL-FLP-ICR-30-00001809.0026001 / 09 DEC 09 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

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CTV A320 FLEET FCOM

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←H






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←I






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←J






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←M






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←N






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CTV A320 FLEET FCOM

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CTV A320 FLEET FCOM

←O






CTV A320 FLEET FCOM





CLIMB CORRECTION CLIMB CORRECTION Ident.: PER-FPL-FLP-ICR-40-00012999.0027001 / 18 FEB 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

The planner must correct the values for the fuel and the time obtained from the integrated cruise tables with the numbers given in the following tables. The tables which are established for M .78 and long range speed, take into account climbing from the brake release point at 250 kt/300 kt/M .78. M .78 AND LONG RANGE SPEED FL

390 370 350 330 310 290 270 250 200 150 100

50 0.8

54 0.8

0.7

0.8

0.8 0.7 0.6 0.6 0.6 0.5 0.4 0.3 0.2

0.8 0.7 0.7 0.7 0.6 0.6 0.5 0.4 0.3

CORRECTION ON FUEL CONSUMPTION (1 000 KG) WEIGHT AT BRAKE RELEASE (1 000 KG) 58 62 66 70 74 0.9 0.9 0.9

0.9

0.9

1.0

0.8

0.8

0.9

0.9

0.8 0.7 0.7 0.7 0.6 0.5 0.4 0.3

0.9 0.8 0.7 0.7 0.6 0.5 0.4 0.3

0.9 0.8 0.8 0.7 0.7 0.6 0.5 0.3

-

78 -

1.0

1.0

1.1

0.9

0.9

1.0

0.8 0.8 0.7 0.6 0.5 0.4

1.0 0.9 0.8 0.8 0.6 0.5 0.4

1.0 0.9 0.9 0.8 0.7 0.6 0.4

Time Correction 4 min 4 min 5 min 5 min 5 min 5 min 5 min 5 min 5 min 4 min 3 min

CLIMB CORRECTION Ident.: PER-FPL-FLP-ICR-40-00012999.0011001 / 18 FEB 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

The planner must correct the values for the fuel and the time obtained from the integrated cruise tables with the numbers given in the following tables. The tables which are established for M .78 and long range speed, take into account climbing from the brake release point at 250 kt/300 kt/M .78.

CTV A320 FLEET FCOM

A→





M .78 AND LONG RANGE SPEED FL

390 370 350 330 310 290 270 250 200 150 100

50 0.8

54 0.9

0.8

0.8

0.8 0.7 0.7 0.7 0.6 0.6 0.5 0.4 0.3

CORRECTION ON FUEL CONSUMPTION (1 000 KG) WEIGHT AT BRAKE RELEASE (1 000 KG) 58 62 66 70 74 0.9 1.0 -

0.9

0.9

1.0

1.0

1.0

0.8

0.9

0.9

1.0

0.9

0.8 0.8

0.9

0.8

0.7

0.9

0.8

0.7

0.5

0.3

0.3

1.0

0.4

1.0

1.0

0.7 0.6

0.4

-

1.1

0.9

0.6

-

1.0

0.9

0.7

0.5

0.4

0.9

0.8

0.6

0.5

1.1

0.9

0.7

0.6

1.0

0.9

0.8

0.7

0.6

0.4

0.9

0.8

0.7

0.5

0.9

0.8

0.7

0.6

1.0

-

78 -

0.4

1.1 1.0 0.9 0.8 0.6 0.5


CLIMB CORRECTION Ident.: PER-FPL-FLP-ICR-40-00012999.0028001 / 18 FEB 11 Applicable to: PK-GLH, PK-GLI

The planner must correct the values for the fuel and the time obtained from the integrated cruise tables with the numbers given in the following tables. The tables which are established for M .78 and long range speed, take into account climbing from the brake release point at 250 kt/300 kt/M .78. M .78 AND LONG RANGE SPEED FL

390 370 350 330 310 290 270 250 200

110 1.7

CORRECTION ON FUEL CONSUMPTION (1 000 LB) WEIGHT AT BRAKE RELEASE (1 000 LB) 120 130 140 150 160 1.9 2.0 2.1 -

170 -

1.6

1.7

1.7 1.5 1.4 1.4 1.2 1.2 1.0

CTV A320 FLEET FCOM

1.8

1.9

2.0

2.1

1.6

1.7

1.9

2.0

1.5 1.5 1.4 1.3 1.0

1.8 1.7 1.6 1.5 1.4 1.1

2.0 1.8 1.7 1.6 1.5 1.2

←A→

-

-

2.1

2.2

2.3

1.9

2.0

2.2

1.8 1.7 1.6 1.3

2.1 1.9 1.8 1.7 1.4

2.2 2.1 1.9 1.8

Time Correction 4 min 4 min 4 min 5 min 5 min 5 min 5 min 5 min

1.5 4 min Continued on the following page





FL

150 100

110 0.8 0.5

CTV A320 FLEET FCOM

CORRECTION ON FUEL CONSUMPTION (1 000 LB) WEIGHT AT BRAKE RELEASE (1 000 LB) 120 130 140 150 160 0.8 0.9 1.0 1.0 1.1 0.6

0.6

0.7

←A

0.7

0.8


170 1.2 0.9

Time Correction 4 min 3 min






CTV A320 FLEET FCOM





STEP CLIMB CORRECTION STEP CLIMB CORRECTION Ident.: PER-FPL-FLP-ICR-50-00001825.0001001 / 10 DEC 09 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

When the flight includes one or more step climbs (2 000 ft below FL 290, 4 000 ft above), apply a correction of 50 kg per step climb to the fuel consumption. STEP CLIMB CORRECTION Ident.: PER-FPL-FLP-ICR-50-00001825.0020001 / 10 DEC 09 Applicable to: PK-GLH, PK-GLI

When the flight includes one or more step climbs (2 000 ft below FL 290, 4 000 ft above), apply a correction of 110 lb per step climb to the fuel consumption.

CTV A320 FLEET FCOM

A






CTV A320 FLEET FCOM





DESCENT CORRECTION DESCENT CORRECTION Ident.: PER-FPL-FLP-ICR-60-00001826.0024001 / 08 FEB 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

Correct the fuel and time values determined in the integrated cruise tables as follows to take into account the descent down to 1 500 ft followed by a 6 min IFR approach and landing. FL

390 370 350 330 310 290 270 250 200 150 100

46 0.1

CORRECTION ON FUEL CONSUMPTION (1 000 kg) WEIGHT OVERHEAD DESTINATION (1 000 kg) 50 54 58 62 66 0.1 0.2 0.2 0.2 0.3

0.1

0.1

0.1 0.1 0.1 0.1 0.1 0.1 0 0 0

70 -

0.1

0.1

0.2

0.2

0.3

0.3

0.1

0.1

0.2

0.2

0.2

0.3

0.1 0.1 0.1 0.1 0.1 0 0

0.1 0.1 0.1 0.1 0.1 0.1 0.1 0

0.2

0.2

0.2

0.2

0.2

0.2

0.1

0.2

0.1

0.2

0.1

0.1

0.1

0.1

0

0

0.2 0.2 0.2 0.2 0.2 0.1 0.1 0.1

0.3 0.3 0.2 0.2 0.2 0.2 0.1 0.1


DESCENT CORRECTION Ident.: PER-FPL-FLP-ICR-60-00001826.0010001 / 08 FEB 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ


390 370 350 330 310

46 0.2

CORRECTION ON FUEL CONSUMPTION (1 000 kg) WEIGHT OVERHEAD DESTINATION (1 000 kg) 50 54 58 62 66 0.2 0.2 0.3 0.3 -

0.2

0.2

0.2 0.2 0.2

CTV A320 FLEET FCOM

70 -

0.2

0.2

0.2

0.3

0.3

0.4

0.2

0.2

0.2

0.3

0.3

0.3

0.2

0.2 0.2

0.2

0.3

0.2

0.3

A→

0.3 0.3

0.3

Time Correction 10 min 10 min 11 min 11 min

0.3 11 min Continued on the following page





FL

290 270 250 200 150 100

46 0.2

CORRECTION ON FUEL CONSUMPTION (1 000 kg) WEIGHT OVERHEAD DESTINATION (1 000 kg) 50 54 58 62 66 0.2 0.2 0.2 0.3 0.3

0.2

0.2

0.2 0.2 0.1 0.1

0.2

0.2

0.2

0.3

0.3

0.2

0.2

0.2

0.3

0.3

0.2

0.2

0.2

0.2

0.1

0.3

0.2

0.1

70 0.3 0.3

0.3

0.2

0.1


0.3 0.3

0.2

0.1

0.2

0.2

0.2

Time Correction 11 min 11 min 11 min 10 min 10 min 9 min

DESCENT CORRECTION Ident.: PER-FPL-FLP-ICR-60-00001826.0025001 / 08 FEB 11 Applicable to: PK-GLH, PK-GLI


390 370 350 330 310 290 270 250 200 150 100

100 0.2

CORRECTION ON FUEL CONSUMPTION (1 000 lb) WEIGHT OVERHEAD DESTINATION (1 000 lb) 110 120 130 140 150 0.3 0.3 0.5 0.5 -

0.2

0.2

0.2 0.1 0.2 0.2 0.1 0.1 0.1 0 0

CTV A320 FLEET FCOM

0.2

0.3

0.4

0.5

0.6

0.2

0.3

0.4

0.4

0.5

0.2 0.2 0.2 0.2 0.1 0.1 0

0.3 0.3 0.3 0.3 0.2 0.2 0.1 0

0.4 0.4 0.4 0.3 0.3 0.2 0.2 0.1

←A

0.5 0.4 0.4 0.4 0.4 0.3 0.2 0.1

0.6 0.5 0.5 0.5 0.4 0.3 0.2 0.1





FLIGHT PREPARATION - QUICK DETERMINATION OF FLIGHT PLANNING

INTRODUCTION INTRODUCTION Ident.: PER-FPL-FLP-QFP-10-00001827.0001001 / 25 FEB 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

The following flight planning tables allow the planner to determine trip fuel consumption and trip time required to cover a given air distance. These tables are established for: ‐ Takeoff ‐ Climb profile 250 kt/300 kt/M 0.78 ‐ Cruise Mach number M 0.78/LR ‐ Descent profile M 0.78/300 kt/250 kt ‐ Approach and landing 120 kg - 6 min IFR ‐ ISA ‐ CG = 33 % ‐ Normal air conditioning ‐ Anti ice OFF They are based upon a reference landing weight of 55 000 kg. Note:

1. In the tables, the asterisk (*) means that a step climb of 4 000 ft must be flown to reach the corresponding FL. 2. To obtain a flight plan at optimum cruise level, the highest flight level desired within the flight has to be selected in the table. 3. For each degree Celcius above ISA temperature apply fuel correction 0.015 (kg/°C/NM) × ΔISA (°C) × Air Distance (NM). INTRODUCTION

Ident.: PER-FPL-FLP-QFP-10-00001827.0003001 / 02 MAY 12 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

The following flight planning tables allow the planner to determine trip fuel consumption and trip time required to cover a given air distance. These tables are established for: ‐ Takeoff ‐ Climb profile 250 kt/300 kt/M 0.78 ‐ Cruise Mach number M 0.78/LR ‐ Descent profile M 0.78/300 kt/250 kt ‐ Approach and landing 120 kg - 6 min IFR CTV A320 FLEET FCOM

A→

PER-FPL-FLP-QFP-10 P 1/4 30 MAY 13



‐ ‐ ‐ ‐


ISA CG = 33 % Normal air conditioning Anti ice OFF

They are based upon a reference landing weight of 55 000 kg and have been calculated using databases for CFM 56–5–B/P. If the engines fitted on the aircraft are neither /P, nor /3, the fuel consumption has to be increased by 3 %. Note:

1. In the tables, the asterisk (*) means that a step climb of 4 000 ft must be flown to reach the corresponding FL. 2. To obtain a flight plan at optimum cruise level, the highest flight level desired within the flight has to be selected in the table. 3. For each degree Celcius above ISA temperature apply fuel correction 0.015 (kg/°C/NM) × ΔISA (°C) × Air Distance (NM). INTRODUCTION

Ident.: PER-FPL-FLP-QFP-10-00001827.0004001 / 02 MAY 12 Applicable to: PK-GLH, PK-GLI

The following flight planning tables allow the planner to determine trip fuel consumption and trip time required to cover a given air distance. These tables are established for: ‐ Takeoff ‐ Climb profile 250 kt/300 kt/M 0.78 ‐ Cruise Mach number M 0.78/LR ‐ Descent profile M 0.78/300 kt/250 kt ‐ Approach and landing 270 lb - 6 min IFR ‐ ISA ‐ CG = 33 % ‐ Normal air conditioning ‐ Anti ice OFF They are based upon a reference landing weight of 120 000 lb and have been calculated using databases for CFM 56–5–B /P. If the engines fitted on the aircraft are neither /P, nor /3, the fuel consumption has to be increased by 3 %.

CTV A320 FLEET FCOM

←A→




Note:


1. In the tables, the asterisk (*) means that a step climb of 4 000 ft must be flown to reach the corresponding FL. 2. To obtain a flight plan at optimum cruise level, the highest flight level desired within the flight has to be selected in the table. 3. For each degree Celcius above ISA temperature apply fuel correction 0.033 (lb/°C/NM) × ΔISA (°C) × Air Distance (NM).

CTV A320 FLEET FCOM

←A






CTV A320 FLEET FCOM





CORRECTION FOR DEVIATION FROM REFERENCE LANDING WEIGHT CORRECTION FOR DEVIATION FROM REFERENCE LANDING WEIGHT Ident.: PER-FPL-FLP-QFP-20-00001828.0001001 / 03 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

The fuel consumption must be corrected when the actual landing weight is different from the reference landing weight. If it is lower (or greater) than the reference landing weight, subtract (or add) the value given in the correction part of the table per 1 000 kg below (or above) the reference landing weight. CORRECTION FOR DEVIATION FROM REFERENCE LANDING WEIGHT Ident.: PER-FPL-FLP-QFP-20-00001828.0002001 / 03 MAR 11 Applicable to: PK-GLH, PK-GLI

The fuel consumption must be corrected when the actual landing weight is different from the reference landing weight. If it is lower (or greater) than the reference landing weight, subtract (or add) the value given in the correction part of the table per 1 000 lb below (or above) the reference landing weight.

CTV A320 FLEET FCOM

A






CTV A320 FLEET FCOM





EXAMPLE EXAMPLE Ident.: PER-FPL-FLP-QFP-30-00001829.0023001 / 03 MAR 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

The following is an example of a complete flight plan based on the assumptions: ‐ Zero fuel weight: 60 000 kg = landing weight at alternate airport ‐ Cruise M .78 at FL 370 ‐ Ground distance from departure to destination: 1 800 nm ‐ Average wind during flight: -40 kt (headwind) ‐ ISA conditions ‐ “En route” reserve: 5 % ‐ Ground distance from destination to alternate: 200 nm, no wind at FL 200 To calculate the flight plan, a reverse calculation is needed, i.e. start with the landing weight at alternate (the schematic Refer to PER-FPL-GEN-FPL FLIGHT PLAN gives an overview of the calculation to be performed). 1. Alternate fuel and time ‐ Refer to PER-FPL-FLP-ALN-20 ALTERNATE PLANNING ISA; Alternate time = 40 min Alternate fuel : 1 559 + 11 × (60 – 55) = 1 614 kg 2. Holding fuel and time ‐ A 30 min holding is assumed at 1 500 ft. ( Refer to PER-HLD-HLD CONF 0 - GREEN DOT SPEED), holding fuel = 1 300 kg 3. At destination, the landing weight = 60 000 + 1 614 + 1 300 = 62 914 kg 4. Evaluation of the air distance between departure and destination. ‐ The “Ground distance/Air distance” conversion table (Refer to PER-OPD-CON-AEO M.78) shows that the corresponding air distance is: 1 975 nm. 5. Trip fuel and time

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‐ Enter air distance and flight level 370 (Refer to PER-FPL-FLP-QFP-40 FLIGHT PLANNING M.78), read the corresponding values of fuel consumption and time, for the reference landing weight and without deviation from ISA. Fuel = 10 478 kg Time = 4 h 37 min ‐ Correction for landing weight Δ fuel = 146 × (62.914 – 55) = 1 155 kg consumption Trip reserves = 0.05 × (10 478 + 1 155) = 582 kg (5 %) 6. Taxi fuel = 140 kg (Refer to PER-FPL-GEN-MFR MINIMUM RECOMMENDED FUEL REQUIREMENTS) 7. Total fuel on board (Block fuel): 10 478 + 1 155 + 582 + 1 300 + 1 614 + 140 = 15 269 kg EXAMPLE Ident.: PER-FPL-FLP-QFP-30-00001829.0022001 / 21 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

The following is an example of a complete flight plan based on the assumptions: ‐ Zero fuel weight: 60 000 kg = landing weight at alternate airport ‐ Cruise M .78 at FL 370 ‐ Ground distance from departure to destination: 1 800 nm ‐ Average wind during flight: -40 kt (headwind) ‐ ISA conditions ‐ “En route” reserve: 5 % ‐ Ground distance from destination to alternate: 200 nm, no wind at FL 200 To calculate the flight plan, a reverse calculation is needed, i.e. start with the landing weight at alternate (the schematic Refer to PER-FPL-GEN-FPL FLIGHT PLAN gives an overview of the calculation to be performed). 1. Alternate fuel and time ‐ Refer to PER-FPL-FLP-ALN-20 ALTERNATE PLANNING ISA ; Alternate time : 38 min Alternate fuel : 1 573 + 9 × (60 – 55) = 1 618 kg 2. Holding fuel and time ‐ A 30 min holding is assumed at 1 500 ft. ( Refer to PER-HLD-HLD CONF 0 - GREEN DOT SPEED), holding fuel = 1 090 kg CTV A320 FLEET FCOM

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3. At destination, the landing weight = 60 000 + 1 618 + 1 090 = 62 708 kg 4. Evaluation of the air distance between departure and destination. ‐ The “Ground distance/Air distance” conversion table (Refer to PER-OPD-CON-AEO M.78) shows that the corresponding air distance is: 1 975 nm. 5. Trip fuel and time ‐ Enter air distance and flight level 370 (Refer to PER-FPL-FLP-QFP-40 FLIGHT PLANNING M.78), read the corresponding values of fuel consumption and time, for the reference landing weight and without deviation from ISA. Fuel : 10 205 kg Time = 4 h 37 min ‐ Correction for landing weight Δ fuel : 146 × (62.7 – 55) = 1 124 kg consumption Trip reserves : 0.05 × (10 205 + 1 124) = 567 kg (5 %) 6. Taxi fuel = 140 kg (Refer to PER-FPL-GEN-MFR MINIMUM RECOMMENDED FUEL REQUIREMENTS) 7. Total fuel on board (Block fuel) : 10 205 + 1 124 + 567 + 1 090 + 1 618 + 140 = 14 744 kg EXAMPLE Ident.: PER-FPL-FLP-QFP-30-00001829.0029001 / 22 MAR 11 Applicable to: PK-GLH, PK-GLI

The following is an example of a complete flight plan based on the assumptions : ‐ Zero fuel weight : 130 000 lb = landing weight at alternate airport ‐ Cruise M .78 at FL 370 ‐ Ground distance from departure to destination : 1 800 nm ‐ Average wind during flight : -40 kt (headwind) ‐ ISA conditions ‐ “En route” reserve : 5 % ‐ Ground distance from destination to alternate : 200 nm, no wind at FL 200 To calculate the flight plan, a reverse calculation is needed, i.e. start with the landing weight at alternate (the schematic Refer to PER-FPL-GEN-FPL FLIGHT PLAN gives an overview of the calculation to be performed). 1. Alternate fuel and time

CTV A320 FLEET FCOM

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‐ Refer to PER-FPL-FLP-ALN-20 ALTERNATE PLANNING ISA ; Alternate time : 40 min Alternate fuel : 3 426 + 10 × (130 – 120) = 3 526 lb 2. Holding fuel and time ‐ A 30 min holding is assumed at 1 500 ft. (Refer to PER-HLD-HLD CONF 0 - GREEN DOT SPEED), holding fuel = 2 451 lb 3. At destination, the landing weight = 130 000 + 3 526 + 2 451 = 135 977 lb 4. Evaluation of the air distance between departure and destination. ‐ The “Ground distance/Air distance” conversion table (Refer to PER-OPD-CON-AEO M.78) shows that the corresponding air distance is: 1 980 nm. 5. Trip fuel and time ‐ Enter air distance and flight level 370 (Refer to PER-FPL-FLP-QFP-40 FLIGHT PLANNING M.78), read the corresponding values of fuel consumption and time, for the reference landing weight and without deviation from ISA. Fuel : 22 995 lb Time = 4 h 38 min ‐ Correction for landing weight Δ fuel : 144 × (136.977 – 120) = 2 317 lb consumption Trip reserves : 0.05 × (22 995 + 2 317) = 1 266 lb (5 %) 6. Taxi fuel = 300 lb (Refer to PER-FPL-GEN-MFR MINIMUM RECOMMENDED FUEL REQUIREMENTS) 7. Total fuel on board (Block fuel) : 22 995 + 2 317 + 1 266 + 2 451 + 3 526 + 300 = 32 855 lb

CTV A320 FLEET FCOM

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FLIGHT PLANNING AT A GIVEN MACH NUMBER

CTV A320 FLEET FCOM





FLIGHT PLANNING M.78 Ident.: PER-FPL-FLP-QFP-40-00001830.0024001 / 25 FEB 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

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CTV A320 FLEET FCOM


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FLIGHT PLANNING M.78 Ident.: PER-FPL-FLP-QFP-40-00001830.0012001 / 25 FEB 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

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CTV A320 FLEET FCOM


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FLIGHT PLANNING M.78 Ident.: PER-FPL-FLP-QFP-40-00001830.0025001 / 25 FEB 11 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

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CTV A320 FLEET FCOM


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CTV A320 FLEET FCOM


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CTV A320 FLEET FCOM


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FLIGHT PLANNING AT LONG RANGE SPEED

CTV A320 FLEET FCOM





FLIGHT PLANNING LRC Ident.: PER-FPL-FLP-QFP-50-00001831.0012001 / 17 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

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CTV A320 FLEET FCOM


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CTV A320 FLEET FCOM


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FLIGHT PLANNING LRC Ident.: PER-FPL-FLP-QFP-50-00001831.0071001 / 17 MAR 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

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CTV A320 FLEET FCOM


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CTV A320 FLEET FCOM


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FLIGHT PLANNING LRC Ident.: PER-FPL-FLP-QFP-50-00001831.0072001 / 17 MAR 11 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

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CTV A320 FLEET FCOM


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CTV A320 FLEET FCOM


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CTV A320 FLEET FCOM


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CTV A320 FLEET FCOM


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FLIGHT PREPARATION - ALTERNATE

ALL ENGINES OPERATIVE GENERAL Ident.: PER-FPL-FLP-ALN-20-00001832.0008001 / 02 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

The alternate planning tables enable the flight crew to determine the fuel consumption and time required to cover a given air distance from go-around at destination airport to landing at alternate airport. These tables are established for: ‐ Go-around: 100 kg or 220 lb ‐ Climb profile: 250 kt/300 kt/M .78 ‐ Long range speed ‐ Descent profile: M .78/300 kt/250 kt ‐ Approach and landing at alternate airport: 80 kg or 180 lb (4 min) ‐ ISA ‐ CG = 33 % ‐ Normal air conditioning ‐ Anti ice OFF Note:

1. In the tables, the asterisk (*) means that a step climb of 4 000 ft must be flown to reach the corresponding flight level. 2. The flight level shown on the top of each column is the final flight level. 3. For each degree Celsius above ISA temperature apply a fuel correction of 0.015 (kg/°C/NM) × ΔISA (°C) × Air distance (NM) or 0.033 (lb/°C/NM) × ΔISA (°C) × Air distance (NM) GENERAL

Ident.: PER-FPL-FLP-ALN-20-00001832.0009001 / 02 MAR 11 Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

The alternate planning tables enable the flight crew to determine the fuel consumption and time required to cover a given air distance from go-around at destination airport to landing at alternate airport. These tables are established for: ‐ Go-around: 100 kg or 220 lb ‐ Climb profile: 250 kt/300 kt/M .78 ‐ Long range speed ‐ Descent profile: M .78/300 kt/250 kt ‐ Approach and landing at alternate airport: 80 kg or 180 lb (4 min) CTV A320 FLEET FCOM

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PER-FPL-FLP-ALN-20 P 1/8 30 MAY 13



‐ ‐ ‐ ‐


ISA CG = 33 % Normal air conditioning Anti ice OFF

Following tables have been calculated using databases for CFM 56–5–B /P. If the engines fitted on the aircraft are not /P, the fuel consumption has to be increased by 3 %. Note:

1. In the tables, the asterisk (*) means that a step climb of 4 000 ft must be flown to reach the corresponding flight level. 2. The flight level shown on the top of each column is the final flight level. 3. For each degree Celsius above ISA temperature apply a fuel correction of 0.015 (kg/°C/NM) × ΔISA (°C) × Air distance (NM) or 0.033 (lb/°C/NM) × ΔISA (°C) × Air distance (NM) CORRECTION FOR DEVIATION FROM REFERENCE WEIGHT

Ident.: PER-FPL-FLP-ALN-20-00001834.0001001 / 28 FEB 11 Applicable to: ALL

The alternate planning tables are based on a reference landing weight at alternate. The fuel consumption must be corrected when the landing weight is different from the reference landing weight. If it is lower (or greater) than the reference weight, subtract (or add) the value given in the correction part of the table per 1 000 kg or 1 000 lb below (or above) the reference weight.

CTV A320 FLEET FCOM

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ALTERNATE PLANNING ISA Ident.: PER-FPL-FLP-ALN-20-00001833.0010001 / 02 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

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CTV A320 FLEET FCOM


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ALTERNATE PLANNING ISA Ident.: PER-FPL-FLP-ALN-20-00001833.0025001 / 02 MAR 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

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ALTERNATE PLANNING ISA Ident.: PER-FPL-FLP-ALN-20-00001833.0026001 / 02 MAR 11 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

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CTV A320 FLEET FCOM


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FLIGHT PREPARATION - FUEL TANKERING

GENERAL Ident.: PER-FPL-FLP-FTK-00013351.0001001 / 23 MAR 11 Applicable to: ALL

This section provides guidance to operators on when an economical benefit to perform fuel tankering exists. Fuel tankering is mainly considered for economic reasons, when the difference in fuel prices between departure airport and destination airport is significant. Operators may also consider fuel tankering when the fuel supply is unreliable or the fuel type is unavailable. The operator has to take into account additional costs due to the aircraft weight increase. These costs are not negligible and the operator should consider them against fuel tankering gains. Main additional costs to consider are: ‐ Reduction in takeoff thrust derate via lower flexible temperature ‐ Increase in engine wear as a result of higher EGT ‐ Increase in the use of braking devices at landing (brakes, thrust reversers, tires) due to heavier Landing Weight ‐ The extra fuel burn will result in an economical penalty due to possible emission taxation. Note:

The fuel tankering method takes into account the cost for the transport of the tankered fuel.

There are other operational aspects to consider when fuel tankering. The most common are risk of overweight landings are reduction in operation performance margins for short, hot or high elevation runways. CALCULATION Ident.: PER-FPL-FLP-FTK-00013356.0001001 / 22 MAR 11 Applicable to: ALL

The Fuel Price Ratio (FPR) is defined as the fuel price at the departure airport divided by the fuel price at the destination airport. The Break-Even Fuel Price Ratio (BEFPR) introduces a limit fuel price ratio below which the fuel tankering becomes profitable from a fuel cost point of view.

CTV A320 FLEET FCOM

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PER-FPL-FLP-FTK P 1/6 30 MAY 13




When Fuel Price Ratio is below the BEFRP ‐ The advantage of the lower fuel price at departure compensates the additional fuel burn (the additional fuel burn is due to the additional fuel tankered) ‐ Fuel tankering maximizes the gain when as much fuel as possible is tankered ‐ The tankered fuel quantity is limited by: ‐ ‐ ‐ ‐

Maximum fuel capacity Structural or performance limited Maximum Takeoff Weight Structural or performance limited Maximum Landing Weight Fuel required for the next flight.

In case of Maximum Landing Weight limitation, the flight crew can limit the fuel tankered at their discretion in order to avoid possible overweight landing. The following table shows the BEFPR versus the air distance of the first flight leg. The table also indicates the additional fuel burn per 1 000 kg (1 000 lb) of extra fuel tankered. The total additional fuel burn must be added to the total trip fuel from the departure airport. FUEL TANKERING TABLES Ident.: PER-FPL-FLP-FTK-00013357.0046001 / 23 MAR 11 Applicable to: PK-GLH, PK-GLI

Table assumptions are: ‐ ISA temperature ‐ Optimum flight level at Long Range cruise speed ‐ 30 min holding at 1 500 ft at Green Dot Speed AIR DISTANCE (nm) 100 300 500 700 1 000 1 300 1 500 1 700 2 000 2 200

BREAK EVEN FUEL PRICE RATIO 0.991 0.974 0.959 0.944 0.919 0.885 0.867 0.848 0.824

FUEL BURN PER 1000 lb OF FUEL TANKERED (lb)

No gain

9 26 41 56 81 115 133 152 176

The following table is available for aircraft performance degradation (Performance Factor) :

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AIR DISTANCE (nm) 100 300 500 700 1 000 1 300 1 500 1 700 2 000 2 400

PERF FACTOR 5% BREAK FUEL BURN PER EVEN FUEL 1000 lb OF FUEL PRICE RATIO TANKERED (lb) 0.99 0.972 0.957 0.941 0.914 0.879 0.857 0.839 0.814

No gain

10 28 43 59 86 121 143 161 186

PERF FACTOR 10% BREAK FUEL BURN PER EVEN FUEL 1000 lb OF FUEL PRICE RATIO TANKERED (lb) 0.99 0.971 0.955 0.939 0.908 0.873 0.848 0.853 0.79

No gain

10 29 45 61 92 127 152 147 210

FUEL TANKERING TABLES Ident.: PER-FPL-FLP-FTK-00013357.0021001 / 23 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

Table assumptions are: ‐ ISA temperature ‐ Optimum flight level at Long Range cruise speed ‐ 30 min holding at 1 500 ft at Green Dot Speed AIR DISTANCE (nm) 100 250 500 750 1 000 1 250 1 500 1 750 2 000 2 250 2 500

BREAK EVEN FUEL PRICE RATIO 0.99 0.974 0.961 0.951 0.934 0.913 0.897 0.875 0.856 0.832 0.774

FUEL BURN PER 1000 kg OF FUEL TANKERED (kg) 10 26 39 49 66 87 103 125 144 168 226


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AIR DISTANCE (nm) 100 250 500 750 1 000 1 250 1 500 1 750 2 000 2 250 2 500

PERF FACTOR 5% BREAK FUEL BURN PER EVEN FUEL 1000 kg OF FUEL PRICE RATIO TANKERED (kg) 0.99 0.972 0.96 0.949 0.93 0.908 0.89 0.868 0.845 0.817

No gain

10 28 40 51 70 92 110 132 155 183

PERF FACTOR 10% BREAK FUEL BURN PER EVEN FUEL 1000 kg OF FUEL PRICE RATIO TANKERED (kg) 0.989 0.98 0.965 0.946 0.927 0.907 0.884 0.861 0.836 0.772

No gain

11 30 35 54 73 93 116 139 164 228

FUEL TANKERING TABLES Ident.: PER-FPL-FLP-FTK-00013357.0007001 / 23 MAR 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

Table assumptions are: ‐ ISA temperature ‐ Optimum flight level at Long Range cruise speed ‐ 30 min holding at 1 500 ft at Green Dot Speed AIR DISTANCE (nm) 100 300 500 700 1 000 1 300 1 500 1 700 2 000 2 200

BREAK EVEN FUEL PRICE RATIO 0.991 0.974 0.959 0.944 0.919 0.885 0.867 0.848 0.824

FUEL BURN PER 1000 kg OF FUEL TANKERED (kg)

No gain

9 26 41 56 81 115 133 152 176


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AIR DISTANCE (nm) 100 300 500 700 1 000 1 300 1 500 1 700 2 000 2 400

PERF FACTOR 5% BREAK FUEL BURN PER EVEN FUEL 1000 kg OF FUEL PRICE RATIO TANKERED (kg) 0.99 0.972 0.957 0.941 0.914 0.879 0.857 0.839 0.814

10 28 43 59 86 121 143 161 186

No gain

PERF FACTOR 10% BREAK FUEL BURN PER EVEN FUEL 1000 kg OF FUEL PRICE RATIO TANKERED (kg) 0.99 0.971 0.955 0.939 0.908 0.873 0.848 0.853 0.79

No gain

10 29 45 61 92 127 152 147 210

EXAMPLE Ident.: PER-FPL-FLP-FTK-00013775.0014001 / 23 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

DATA :

Air distance Fuel price at departure airport Fuel price at destination airport

= = =

1 000 nm 830 $ / 1 000 kg (377 $ / 1 000 lb) 1000 $ / 1 000 kg (454 $ / 1 000 lb)

1. From the relation between fuel price at departure and fuel price at destination Current fuel price ratio = 0.83 2. Enter the Fuel Tankering table (Refer to PER-FPL-FLP-FTK FUEL TANKERING TABLES) For the defined air distance the BEFPR is 0.934, which is more than the current fuel price ratio. The fuel tankering is profitable. To determine the BEFPR, the interpolation of the table values is permitted. If the user wants to avoid interpolation, select the next longer air distance. This will provide a conservative value for BEFPR. 3. Determine total fuel quantity as maximum possible fuel limited by the following constraints: ‐ Total fuel is less than maximum fuel tank capacity ‐ TOW with fuel tankering is less than structural or performance limited maximum takeoff weight ‐ LW with fuel tankering is less than structural or performance limited maximum landing weight ‐ Tankered fuel is less than the trip fuel for the return flight plus total extra fuel burn. 4. Enter the table and read the fuel burn per 1 000 kg (1 000 lb) of extra fuel tankered. Every 1 000 kg (1000 lb) of extra fuel tankered causes an extra fuel burn of 66 kg (66 lb). Multiply this value by the amount of fuel tankered. 5. Trip fuel with fuel tankering = Trip fuel without fuel tankering + Extra fuel burn

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EXAMPLE Ident.: PER-FPL-FLP-FTK-00013775.0003001 / 23 MAR 11 Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

DATA :

Air distance Fuel price at departure airport Fuel price at destination airport

= = =

1 100 nm 830 $ / 1 000 kg (377 $ / 1 000 lb) 1000 $ / 1 000 kg (454 $ / 1 000 lb)

1. From the relation between fuel price at departure and fuel price at destination Current fuel price ratio = 0.83 2. Enter the Fuel Tankering table (Refer to PER-FPL-FLP-FTK FUEL TANKERING TABLES) For the defined air distance the BEFPR is 0.916, which is more than the current fuel price ratio. The fuel tankering is profitable. To determine the BEFPR, the interpolation of the table values is permitted. If the user wants to avoid interpolation, select the next longer air distance. This will provide a conservative value for BEFPR. 3. Determine total fuel quantity as maximum possible fuel limited by the following constraints: ‐ Total fuel is less than maximum fuel tank capacity ‐ TOW with fuel tankering is less than structural or performance limited maximum takeoff weight ‐ LW with fuel tankering is less than structural or performance limited maximum landing weight ‐ Tankered fuel is less than the trip fuel for the return flight plus total extra fuel burn. 4. Enter the table and read the fuel burn per 1 000 kg (1 000 lb) of extra fuel tankered. Every 1 000 kg (1000 lb) of extra fuel tankered causes an extra fuel burn of 84 kg (84 lb). Multiply this value by the amount of fuel tankered. 5. Trip fuel with fuel tankering = Trip fuel without fuel tankering + Extra fuel burn

CTV A320 FLEET FCOM

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PERFORMANCE CLIMB


PERFORMANCE CLIMB A320



PER-CLB-GEN GENERAL

GENERAL................................................................................................................................................................ A

PER-CLB-CLT CLIMB TABLES CLIMB CLIMB CLIMB CLIMB

-

ISA ISA ISA ISA

CTV A320 FLEET FCOM

........................................................................................................................................................... A +10..................................................................................................................................................... B +15.....................................................................................................................................................C +20.....................................................................................................................................................D

PER-CLB-PLP-TOC P 1/2 30 MAY 13





CTV A320 FLEET FCOM

PER-CLB-PLP-TOC P 2/2 30 MAY 13


GENERAL


GENERAL Ident.: PER-CLB-GEN-00001982.0001001 / 15 FEB 11 Applicable to: ALL

Climb tables are established at MAX CLIMB THRUST with air conditioning in normal mode and anti ice OFF. The climb speed profile is : ‐ 250 kt from 1 500 ft up to FL 100 ‐ acceleration from 250 kt to 300 kt ‐ climb at 300 kt then M .78 up to selected altitude. All charts are established with a center of gravity corresponding to 33 %.

CTV A320 FLEET FCOM

A

PER-CLB-GEN P 1/2 19 JUL 11



GENERAL


CTV A320 FLEET FCOM

PER-CLB-GEN P 2/2 19 JUL 11


CLIMB TABLES


CLIMB - ISA Ident.: PER-CLB-CLT-00001986.0021001 / 15 FEB 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

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PER-CLB-CLT P 1/24 30 MAY 13


CLIMB TABLES


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CLIMB TABLES


CLIMB - ISA Ident.: PER-CLB-CLT-00001986.0010001 / 15 FEB 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

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CLIMB TABLES


CTV A320 FLEET FCOM

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CLIMB TABLES


CLIMB - ISA Ident.: PER-CLB-CLT-00001986.0022001 / 15 FEB 11 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

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CLIMB TABLES


CTV A320 FLEET FCOM

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CLIMB TABLES


CLIMB - ISA +10 Ident.: PER-CLB-CLT-00001987.0065001 / 15 FEB 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

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CLIMB TABLES


CTV A320 FLEET FCOM

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CLIMB TABLES


CLIMB - ISA +10 Ident.: PER-CLB-CLT-00001987.0010001 / 15 FEB 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

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CLIMB TABLES


CTV A320 FLEET FCOM

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CLIMB TABLES


CLIMB - ISA +10 Ident.: PER-CLB-CLT-00001987.0066001 / 15 FEB 11 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

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CLIMB TABLES


CTV A320 FLEET FCOM

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CLIMB TABLES



CTV A320 FLEET FCOM

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CLIMB TABLES


CTV A320 FLEET FCOM

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CLIMB TABLES



CTV A320 FLEET FCOM

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CLIMB TABLES


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CLIMB TABLES



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CLIMB TABLES


CTV A320 FLEET FCOM

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CLIMB TABLES



CTV A320 FLEET FCOM

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CLIMB TABLES


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CLIMB TABLES



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CLIMB TABLES


CTV A320 FLEET FCOM

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CLIMB TABLES



CTV A320 FLEET FCOM

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CLIMB TABLES


CTV A320 FLEET FCOM

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PERFORMANCE CRUISE


PERFORMANCE CRUISE A320



PER-CRZ-ECI ECON (CI) PER-CRZ-ECI-10 OPTIMUM MACH NUMBER

OPTIMUM MACH NUMBER................................................................................................................................... A COST INDEX 0 (MAXIMUM RANGE).....................................................................................................................B COST INDEX 10 KG/MIN....................................................................................................................................... C COST INDEX 20 KG/MIN....................................................................................................................................... D COST INDEX 40 KG/MIN........................................................................................................................................E COST INDEX 60 KG/MIN........................................................................................................................................F COST INDEX 80 KG/MIN....................................................................................................................................... G COST INDEX 100 KG/MIN..................................................................................................................................... H COST INDEX 10 (100 LB/H).................................................................................................................................... I COST INDEX 25 (100 LB/H)................................................................................................................................... J COST INDEX 50 (100 LB/H)...................................................................................................................................K COST INDEX 75 (100 LB/H)................................................................................................................................... L COST INDEX 110 (100 LB/H)................................................................................................................................ M COST INDEX 125 (100 LB/H)................................................................................................................................ N

PER-CRZ-ALT ALTITUDE PER-CRZ-ALT-10 OPTIMUM AND MAXIMUM ALTITUDES

DEFINITIONS...........................................................................................................................................................A Cruise Level Charts General...................................................................................................................................B OPTIMUM WEIGHT FOR 4000 FEET STEP CLIMB............................................................................................. C CRUISE LEVEL CHARTS BLEED CORRECTIONS.............................................................................................. D CRUISE LEVEL CHARTS M.78..............................................................................................................................E CRUISE LEVEL CHARTS LONG RANGE SPEED.................................................................................................F

PER-CRZ-ALT-20 WIND ALTITUDE TRADE FOR CONSTANT SPECIFIC RANGE

WIND ALTITUDE TRADE FOR CONSTANT SPECIFIC RANGE.......................................................................... A

PER-CRZ-ALT-30 OPTIMUM ALTITUDE ON SHORT STAGE

OPTIMUM ALTITUDE ON SHORT STAGE............................................................................................................A

PER-CRZ-CRT CRUISE TABLES PER-CRZ-CRT-10 GENERAL

GENERAL................................................................................................................................................................ A

PER-CRZ-CRT-20 CRUISE AT M.78 CRUISE CRUISE CRUISE CRUISE

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M.78 M.78 M.78 M.78

CTV A320 FLEET FCOM

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ISA.............................................................................................................................................. A ISA+10........................................................................................................................................ B ISA+15........................................................................................................................................C ISA+20........................................................................................................................................D Continued on the following page

PER-CRZ-PLP-TOC P 1/2 30 MAY 13




PER-CRZ-CRT-30 CRUISE AT LONG RANGE LONG LONG LONG LONG


RANGE CRUISE - ISA................................................................................................................................ A RANGE CRUISE - ISA+10.......................................................................................................................... B RANGE CRUISE - ISA+15.......................................................................................................................... C RANGE CRUISE - ISA+20.......................................................................................................................... D

PER-CRZ-ICQ IN CRUISE QUICK CHECK PER-CRZ-ICQ-10 GENERAL

GENERAL................................................................................................................................................................ A

PER-CRZ-ICQ-20 CORRECTION FOR DEVIATION FROM REFERENCE WEIGHT

CORRECTION FOR DEVIATION FROM REFERENCE WEIGHT......................................................................... A

PER-CRZ-ICQ-30 EXAMPLE

EXAMPLE................................................................................................................................................................ A

PER-CRZ-ICQ-40 IN CRUISE QUICK CHECK M.78

IN CRUISE QUICK CHECK M.78...........................................................................................................................A

PER-CRZ-ICQ-50 IN CRUISE QUICK CHECK LONG RANGE

IN CRUISE QUICK CHECK LONG RANGE...........................................................................................................A

CTV A320 FLEET FCOM

PER-CRZ-PLP-TOC P 2/2 30 MAY 13


ECON (CI) - OPTIMUM MACH NUMBER


OPTIMUM MACH NUMBER Ident.: PER-CRZ-ECI-10-00013065.0001001 / 02 FEB 11 Applicable to: ALL

Seven tables give the optimum Mach number versus cost index, altitude and wind as calculated by the FMGC.

CTV A320 FLEET FCOM

A

PER-CRZ-ECI-10 P 1/30 30 MAY 13




COST INDEX 0 (MAXIMUM RANGE) Ident.: PER-CRZ-ECI-10-00012747.0006001 / 23 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD

CTV A320 FLEET FCOM

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COST INDEX 0 (MAXIMUM RANGE) Ident.: PER-CRZ-ECI-10-00012747.0030001 / 23 MAR 11 Applicable to: PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

←B→





COST INDEX 0 (MAXIMUM RANGE) Ident.: PER-CRZ-ECI-10-00012747.0044001 / 22 MAR 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

←B→





COST INDEX 0 (MAXIMUM RANGE) Ident.: PER-CRZ-ECI-10-00012747.0045001 / 18 FEB 11 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

←B





COST INDEX 10 KG/MIN Ident.: PER-CRZ-ECI-10-00012748.0003001 / 09 OCT 12 Applicable to: PK-GLA, PK-GLC, PK-GLD

CTV A320 FLEET FCOM

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COST INDEX 10 KG/MIN Ident.: PER-CRZ-ECI-10-00012748.0016001 / 09 OCT 12 Applicable to: PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

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COST INDEX 10 KG/MIN Ident.: PER-CRZ-ECI-10-00012748.0021001 / 09 OCT 12 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

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COST INDEX 10 (100 LB/H) Ident.: PER-CRZ-ECI-10-00012754.0019001 / 09 OCT 12 Applicable to: PK-GLH, PK-GLI

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ALTITUDE - OPTIMUM AND MAXIMUM ALTITUDES


DEFINITIONS Ident.: PER-CRZ-ALT-10-00001995.0001001 / 06 APR 11 Applicable to: ALL

• Optimum altitude : the altitude at which the airplane covers the maximum distance per kilogram (pound) of fuel (best specific range). It depends on the actual weight and the deviation from ISA. • Maximum altitude is defined as the lower of : ‐ maximum altitude at maximum cruise thrust in level flight and ‐ maximum altitude at maximum climb thrust with 300 ft/min vertical speed. Note:

Definition of the maximum altitude in the FMGC is different (Refer to DSC-22_20-50-10 MCDU). CRUISE LEVEL CHARTS GENERAL

Ident.: PER-CRZ-ALT-10-00013130.0001001 / 02 MAR 11 Applicable to: ALL

These charts have been established for a center of gravity at 33 % MAC. Maximum and optimum altitudes are given for different temperatures at long range speed and M 0.78. Note:

The n = 1.3 g (n = 1.4 g) curve indicates the buffet margin. OPTIMUM WEIGHT FOR 4000 FEET STEP CLIMB

Ident.: PER-CRZ-ALT-10-00012763.0014001 / 14 MAR 11 Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

STEP CLIMB FROM/TO 310/350 330/370 350/390

CTV A320 FLEET FCOM

≤ ISA + 10

LR 76/167 69/152 62/136

M.78 76/167 69/152 62/136

WEIGHT (1 000 kg/1 000 lb) ISA + 15 LR M.78 73/160 73/160 66/145 66/145 59/130 59/130

A to C →

LR 69/152 62/136 55/121

ISA + 20

M.78 69/152 62/136 55/121

PER-CRZ-ALT-10 P 1/6 30 MAY 13




OPTIMUM WEIGHT FOR 4000 FEET STEP CLIMB Ident.: PER-CRZ-ALT-10-00012763.0008001 / 08 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

STEP CLIMB FROM/TO 310/350 330/370 350/390

≤ ISA + 10

LR 75/165 68/149 61/134

M.78 75/165 69/152 62/136

WEIGHT (1 000 kg/1 000 lb) ISA + 15 LR M.78 74/163 73/160 68/149 67/147 61/134 61/134

LR 70/154 64/141 58/127

ISA + 20

M.78 69/152 64/141 57/125

CRUISE LEVEL CHARTS BLEED CORRECTIONS Ident.: PER-CRZ-ALT-10-00012764.0008001 / 02 FEB 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

BLEED CORRECTIONS ENGINE ANTI ICE Max Alt. : - 900 ft Opt Alt. : No corr. Max Alt. : -1 400 ft Opt Alt. : No corr. Max Alt. : -1 700 ft Opt Alt. : -1 500 ft

≤ ISA + 10 ISA + 15 ISA + 20

TOTAL ANTI ICE Max Alt. : -1 700 ft Opt Alt. : No corr. Max Alt. : -2 800 ft Opt Alt. : -1 400 ft Max Alt. : -2 800 ft Opt Alt. : -2 000 ft

CRUISE LEVEL CHARTS BLEED CORRECTIONS Ident.: PER-CRZ-ALT-10-00012764.0014001 / 02 FEB 11 Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

BLEED CORRECTIONS ISA ISA + 10 ISA + 15 ISA + 20

CTV A320 FLEET FCOM

ENGINE ANTI ICE Max Alt. : - 200 ft Opt Alt. : - 200 ft Max Alt. : -1 500 ft Opt Alt. : - 400 ft Max Alt. : -3 500 ft Opt Alt. : -3 500 ft Max Alt. : -5 300 ft Opt Alt. : -3 800 ft

← C to D

TOTAL ANTI ICE Max Alt. : - 500 ft Opt Alt. : - 300 ft Max Alt. : -4 200 ft Opt Alt. : -3 100 ft Max Alt. : -4 800 ft Opt Alt. : -4 300 ft Max Alt. : -6 500 ft Opt Alt. : -6 200 ft





CRUISE LEVEL CHARTS M.78 Ident.: PER-CRZ-ALT-10-00012765.0015001 / 25 MAR 11 Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

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CRUISE LEVEL CHARTS M.78 Ident.: PER-CRZ-ALT-10-00012765.0009001 / 08 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

←E





CRUISE LEVEL CHARTS LONG RANGE SPEED Ident.: PER-CRZ-ALT-10-00012766.0015001 / 25 FEB 11 Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

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CRUISE LEVEL CHARTS LONG RANGE SPEED Ident.: PER-CRZ-ALT-10-00012766.0009001 / 25 FEB 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

←F




ALTITUDE - WIND ALTITUDE TRADE FOR CONSTANT SPECIFIC RANGE

WIND ALTITUDE TRADE FOR CONSTANT SPECIFIC RANGE Ident.: PER-CRZ-ALT-20-00001998.0008001 / 10 DEC 09 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

GIVEN

:

FIND

:

CTV A320 FLEET FCOM

Weight : 62 000 kg (136 700 lb) Wind at FL 350 : 10 kt head Minimum wind difference to descend to FL 330 : (27 - 7) = 20 kt

A→




RESULTS :


Descent to FL 330 may be considered provided the tail wind at this altitude is more than (20 - 10) = 10 kt. WIND ALTITUDE TRADE FOR CONSTANT SPECIFIC RANGE

Ident.: PER-CRZ-ALT-20-00001998.0007001 / 10 DEC 09 Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

GIVEN

:

FIND

:

CTV A320 FLEET FCOM

Weight : 65 000 kg (143 300 lb) Wind at FL 350 : 10 kt head Minimum wind difference to descend to FL 310 : (40 - 4) = 36 kt ←A→




RESULTS :

CTV A320 FLEET FCOM


Descent to FL 310 may be considered provided the tail wind at this altitude is more than (36 - 10) = 26 kt.

←A






CTV A320 FLEET FCOM




ALTITUDE - OPTIMUM ALTITUDE ON SHORT STAGE

OPTIMUM ALTITUDE ON SHORT STAGE Ident.: PER-CRZ-ALT-30-00002001.0001001 / 25 FEB 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

According to the air distance (from brake release point to landing), the cruise flight level is limited by the distance required to perform climb and descent. The graph determines the optimum altitude. It includes the following profiles: ‐ Takeoff ‐ Climb: 250 kt/300 kt/M .78 ‐ Long range cruise (during at least 5 min) ‐ Descent: M .78/300 kt/250 kt ‐ Approach and landing and it is established for: ‐ ISA ‐ CG = 33 % ‐ Normal air conditioning ‐ Anti ice OFF

CTV A320 FLEET FCOM

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OPTIMUM ALTITUDE ON SHORT STAGE Ident.: PER-CRZ-ALT-30-00002001.0002001 / 10 DEC 09 Applicable to: PK-GLH, PK-GLI

According to the air distance (from brake release point to landing), the cruise flight level is limited by the distance required to perform climb and descent. The graph determines the optimum altitude. It includes the following profiles: ‐ Takeoff ‐ Climb: 250 kt/300 kt/M .78 ‐ Long range cruise (during at least 5 min) ‐ Descent: M .78/300 kt/250 kt ‐ Approach and landing and it is established for: ‐ ISA ‐ CG = 33 %

CTV A320 FLEET FCOM

←A→





‐ Normal air conditioning ‐ Anti ice OFF

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←A






CTV A320 FLEET FCOM



CRUISE TABLES - GENERAL


GENERAL Ident.: PER-CRZ-CRT-10-00004112.0002001 / 01 MAR 11 Applicable to: ALL

Cruise tables are established: ‐ for ISA, ISA + 10, ISA + 15 and ISA + 20 ‐ with normal air conditioning and anti ice OFF ‐ from FL 290 to FL 390 at M 0.78 ‐ from FL 100 to FL 390 at long range speed ‐ with a 33 % center of gravity.

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A

PER-CRZ-CRT-10 P 1/2 20 OCT 11



CRUISE TABLES - GENERAL


CTV A320 FLEET FCOM

PER-CRZ-CRT-10 P 2/2 20 OCT 11



CRUISE TABLES - CRUISE AT M.78

CRUISE - M.78 - ISA Ident.: PER-CRZ-CRT-20-00002005.0010001 / 09 DEC 09 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

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PER-CRZ-CRT-20 P 1/16 30 MAY 13



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CRUISE - M.78 - ISA Ident.: PER-CRZ-CRT-20-00002005.0013001 / 09 DEC 09 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

←A→





CRUISE - M.78 - ISA Ident.: PER-CRZ-CRT-20-00002005.0011001 / 09 DEC 09 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

←A





CRUISE - M.78 - ISA+10 Ident.: PER-CRZ-CRT-20-00002009.0010001 / 09 DEC 09 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

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CTV A320 FLEET FCOM


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CRUISE - M.78 - ISA+10 Ident.: PER-CRZ-CRT-20-00002009.0013001 / 09 DEC 09 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

←B→





CRUISE - M.78 - ISA+10 Ident.: PER-CRZ-CRT-20-00002009.0011001 / 09 DEC 09 Applicable to: PK-GLH, PK-GLI

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CRUISE TABLES - CRUISE AT LONG RANGE

LONG RANGE CRUISE - ISA Ident.: PER-CRZ-CRT-30-00002018.0009001 / 10 DEC 09 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

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LONG RANGE CRUISE - ISA Ident.: PER-CRZ-CRT-30-00002018.0013001 / 10 DEC 09 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

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LONG RANGE CRUISE - ISA Ident.: PER-CRZ-CRT-30-00002018.0010001 / 10 DEC 09 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

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←A





LONG RANGE CRUISE - ISA+10 Ident.: PER-CRZ-CRT-30-00002022.0013001 / 10 DEC 09 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

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CTV A320 FLEET FCOM


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LONG RANGE CRUISE - ISA+10 Ident.: PER-CRZ-CRT-30-00002022.0009001 / 10 DEC 09 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

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LONG RANGE CRUISE - ISA+10 Ident.: PER-CRZ-CRT-30-00002022.0010001 / 10 DEC 09 Applicable to: PK-GLH, PK-GLI

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IN CRUISE QUICK CHECK - GENERAL

GENERAL Ident.: PER-CRZ-ICQ-10-00002036.0001001 / 14 NOV 11 Applicable to: ALL

The following in cruise quick check tables allow the flight crew to determine the fuel consumption and the time required to cover a given air distance from any moment in cruise to land. These tables are established for: ‐ Cruise Mach number: M 0.78/LR ‐ Descent profile: M 0.78/300 kt/250 kt ‐ Approach and landing: 120 kg or 270 lb -6 min IMC ‐ ISA ‐ CG = 33 % ‐ Normal air conditioning ‐ Anti ice OFF Note:

1. In the tables, the asterisk “*” means that a step climb of 4 000 ft has been made to reach the corresponding flight level. 2. The flight level shown on the top of each column is the final flight level. 3. For each degree celsius above ISA apply a fuel correction of 0.005 (kg/°C/NM) × ΔISA (°C) × Air Distance (NM) or 0.011 (lb/°C/NM) × ΔISA (°C) × Air Distance (NM)

CTV A320 FLEET FCOM

A

PER-CRZ-ICQ-10 P 1/2 25 NOV 11



IN CRUISE QUICK CHECK - GENERAL


CTV A320 FLEET FCOM

PER-CRZ-ICQ-10 P 2/2 25 NOV 11



IN CRUISE QUICK CHECK - CORRECTION FOR DEVIATION FROM REFERENCE WEIGHT

CORRECTION FOR DEVIATION FROM REFERENCE WEIGHT Ident.: PER-CRZ-ICQ-20-00002039.0001001 / 09 DEC 09 Applicable to: ALL

The in cruise quick check tables are based on a reference initial weight. The fuel consumption must be corrected when the actual weight is different from the reference initial weight. If it is lower (or greater) than the reference weight, subtract (or add) the value given in the correction part of the table per 1 000 kg or 1 000 lb below (or above) the reference weight.

CTV A320 FLEET FCOM

A

PER-CRZ-ICQ-20 P 1/2 19 JUL 11



IN CRUISE QUICK CHECK - CORRECTION FOR DEVIATION FROM REFERENCE WEIGHT


CTV A320 FLEET FCOM

PER-CRZ-ICQ-20 P 2/2 19 JUL 11



IN CRUISE QUICK CHECK - EXAMPLE

EXAMPLE Ident.: PER-CRZ-ICQ-30-00002042.0010001 / 14 NOV 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

In-cruise quick check with cruise at M .78 FL 370 Actual cruise weight : 55 000 kg Remaining ground distance : 800 nm ISA +10 Average wind during flight : -40 kt (head wind) ‐ Evaluation of air distance to be covered • Using the “Ground Distance/Air Distance” conversion table (Refer to PER-OPD-CON-AEO M.78), the corresponding air distance is : 880 nm ‐ Determination of the fuel consumption and time for the reference initial weight in cruise. • Enter table (Refer to PER-CRZ-ICQ-40 IN CRUISE QUICK CHECK M.78) with an air distance of 880 nm and FL 370 for ISA. Fuel consumption : 3 941 kg Time needed : 2 h 08 min ‐ Correction due to real in cruise weight of 55 000 kg Δ fuel consumption : -50 kg per 1 000 kg below reference Δ fuel : -50 × (60 - 55) = - 250 kg ‐ Temperature correction : Δ fuel consumption : +0.005 kg per 1 °above ISA and per 1 nm Air distance Δ fuel : +0.005 × 10 × 880 = 44 kg RESULT Fuel : Time :

3 941 - 250 + 44 = 3 735 kg 2 h 08 min EXAMPLE

Ident.: PER-CRZ-ICQ-30-00002042.0213001 / 14 NOV 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

In-cruise quick check with cruise at M .78 FL 370 Actual cruise weight : 55 000 kg Remaining ground distance : 800 nm ISA +10 Average wind during flight : -40 kt (head wind) CTV A320 FLEET FCOM

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PER-CRZ-ICQ-30 P 1/4 30 MAY 13




‐ Evaluation of air distance to be covered • Using the “Ground Distance/Air Distance” conversion table (Refer to PER-OPD-CON-AEO M.78), the corresponding air distance is : 880 nm ‐ Determination of the fuel consumption and time for the reference initial weight in cruise. • Enter table (Refer to PER-CRZ-ICQ-40 IN CRUISE QUICK CHECK M.78) with an air distance of 880 nm and FL 370 for ISA. Fuel consumption: 4 053 kg Time needed: 2 h 07 min ‐ Correction due to real in cruise weight of 55 000 kg Δ fuel consumption : -49 kg per 1 000 kg below reference Δ fuel : -49 × (60 - 55) = - 245 kg ‐ Temperature correction : Δ fuel consumption : +0.005 kg per 1 °above ISA and per 1 nm Air distance Δ fuel : +0.005 × 10 × 880 = 44 kg RESULT Fuel : Time :

4 053 - 245 + 44 = 3 852 kg 2 h 07 min EXAMPLE

Ident.: PER-CRZ-ICQ-30-00002042.0214001 / 14 NOV 11 Applicable to: PK-GLH, PK-GLI

In-cruise quick check with cruise at M .78 FL 370 Actual cruise weight : 120 000 lb Remaining ground distance : 800 nm ISA +10 Average wind during flight : -40 kt (head wind) ‐ Evaluation of air distance to be covered • Using the “Ground Distance/Air Distance” conversion table (Refer to PER-OPD-CON-AEO M.78), the corresponding air distance is : 880 nm ‐ Determination of the fuel consumption and time for the reference initial weight in cruise. • Enter table (Refer to PER-CRZ-ICQ-40 IN CRUISE QUICK CHECK M.78) with an air distance of 880 nm and FL 370 for ISA. Fuel consumption: 8 856 lb Time needed: 2 h 07 min

CTV A320 FLEET FCOM

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‐ Correction due to real in cruise weight of 120 000 lb Δ fuel consumption : -47 lb per 1 000 lb below reference Δ fuel : -47 × (130 - 120) = - 470 lb ‐ Temperature correction: Δ fuel consumption : + 0.011 lb per 1 °above ISA and per 1 nm Air distance Δ fuel : +0.011 × 10 × 880 = 97 lb RESULT Fuel : Time :

8 856 - 470 + 97 = 8 483 lb 2 h 07 min

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CTV A320 FLEET FCOM




IN CRUISE QUICK CHECK - IN CRUISE QUICK CHECK M.78

IN CRUISE QUICK CHECK M.78 Ident.: PER-CRZ-ICQ-40-00002045.0021001 / 08 FEB 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

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IN CRUISE QUICK CHECK M.78 Ident.: PER-CRZ-ICQ-40-00002045.0010001 / 08 FEB 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

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IN CRUISE QUICK CHECK M.78 Ident.: PER-CRZ-ICQ-40-00002045.0022001 / 10 DEC 09 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

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CTV A320 FLEET FCOM


←A→




CTV A320 FLEET FCOM


←A→




CTV A320 FLEET FCOM


←A→




CTV A320 FLEET FCOM


←A






CTV A320 FLEET FCOM




IN CRUISE QUICK CHECK - IN CRUISE QUICK CHECK LONG RANGE

IN CRUISE QUICK CHECK LONG RANGE Ident.: PER-CRZ-ICQ-50-00002047.0021001 / 10 DEC 09 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

A→




CTV A320 FLEET FCOM


←A→




CTV A320 FLEET FCOM


←A→




CTV A320 FLEET FCOM


←A→




CTV A320 FLEET FCOM


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CTV A320 FLEET FCOM


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CTV A320 FLEET FCOM


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CTV A320 FLEET FCOM


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CTV A320 FLEET FCOM


←A→




CTV A320 FLEET FCOM


←A→





IN CRUISE QUICK CHECK LONG RANGE Ident.: PER-CRZ-ICQ-50-00002047.0010001 / 10 DEC 09 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

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CTV A320 FLEET FCOM


←A→




CTV A320 FLEET FCOM


←A→




CTV A320 FLEET FCOM


←A→




CTV A320 FLEET FCOM


←A→




CTV A320 FLEET FCOM


←A→




CTV A320 FLEET FCOM


←A→




CTV A320 FLEET FCOM


←A→




CTV A320 FLEET FCOM


←A→




CTV A320 FLEET FCOM


←A→





IN CRUISE QUICK CHECK LONG RANGE Ident.: PER-CRZ-ICQ-50-00002047.0187001 / 10 DEC 09 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

←A→




CTV A320 FLEET FCOM


←A→




CTV A320 FLEET FCOM


←A→




CTV A320 FLEET FCOM


←A→




CTV A320 FLEET FCOM


←A→




CTV A320 FLEET FCOM


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CTV A320 FLEET FCOM


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CTV A320 FLEET FCOM


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CTV A320 FLEET FCOM


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CTV A320 FLEET FCOM


←A


PERFORMANCE HOLDING


PERFORMANCE HOLDING A320



PER-HLD-GEN GENERAL

GENERAL................................................................................................................................................................ A

PER-HLD-HLD HOLDING TABLES CONF CONF CONF CONF

0 - GREEN DOT SPEED.............................................................................................................................A 0 - 210KT..................................................................................................................................................... B 1 - S SPEED................................................................................................................................................C 1 - 170KT..................................................................................................................................................... D

CTV A320 FLEET FCOM

PER-HLD-PLP-TOC P 1/2 30 MAY 13





CTV A320 FLEET FCOM

PER-HLD-PLP-TOC P 2/2 30 MAY 13


GENERAL


GENERAL Ident.: PER-HLD-GEN-00002129.0001001 / 16 MAR 11 Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

Holding tables contain information about the total fuel flow that allows the flight crew to plan holding and reserve fuel requirements. They are established for flight in a race track holding pattern for two different configurations: • Clean configuration at 210 kt and green dot speed • Configuration 1 at 170 kt and S speed. Green dot speed in clean configuration and S in CONF 1 are speeds between the minimum fuel speed and the minimum drag speed. These charts are established with air conditioning in normal mode and the center of gravity at 33 %. GENERAL Ident.: PER-HLD-GEN-00002129.0002001 / 16 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

Holding tables contain information about the total fuel flow that allows the flight crew to plan holding and reserve fuel requirements. They are established for flight in a race track holding pattern for two different configurations: • Clean configuration at 210 kt and green dot speed + 20 kt • Configuration 1 at 170 kt and S speed. Green dot speed in clean configuration and S in CONF 1 are speeds between the minimum fuel speed and the minimum drag speed. These charts are established with air conditioning in normal mode and the center of gravity at 33 %.

CTV A320 FLEET FCOM

A

PER-HLD-GEN P 1/2 30 MAY 13



GENERAL


CTV A320 FLEET FCOM

PER-HLD-GEN P 2/2 30 MAY 13


HOLDING TABLES


CONF 0 - GREEN DOT SPEED Ident.: PER-HLD-HLD-00002146.0023001 / 16 FEB 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

A→

PER-HLD-HLD P 1/12 30 MAY 13


HOLDING TABLES


CONF 0 - GREEN DOT SPEED Ident.: PER-HLD-HLD-00002146.0010001 / 16 FEB 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

←A→



HOLDING TABLES


CONF 0 - GREEN DOT SPEED Ident.: PER-HLD-HLD-00002146.0024001 / 16 FEB 11 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

←A



HOLDING TABLES


CONF 0 - 210KT Ident.: PER-HLD-HLD-00002147.0010001 / 16 FEB 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

B→



HOLDING TABLES


CONF 0 - 210KT Ident.: PER-HLD-HLD-00002147.0021001 / 16 FEB 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

←B→



HOLDING TABLES


CONF 0 - 210KT Ident.: PER-HLD-HLD-00002147.0022001 / 16 FEB 11 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

←B



HOLDING TABLES


CONF 1 - S SPEED Ident.: PER-HLD-HLD-00002148.0021001 / 09 DEC 09 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

C→



HOLDING TABLES


CONF 1 - S SPEED Ident.: PER-HLD-HLD-00002148.0010001 / 09 DEC 09 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

←C→



HOLDING TABLES


CONF 1 - S SPEED Ident.: PER-HLD-HLD-00002148.0022001 / 09 DEC 09 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

←C



HOLDING TABLES


CONF 1 - 170KT Ident.: PER-HLD-HLD-00002149.0010001 / 16 FEB 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

D→



HOLDING TABLES


CONF 1 - 170KT Ident.: PER-HLD-HLD-00002149.0021001 / 16 FEB 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

←D→



HOLDING TABLES


CONF 1 - 170KT Ident.: PER-HLD-HLD-00002149.0022001 / 09 DEC 09 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

←D


PERFORMANCE DESCENT


PERFORMANCE DESCENT A320



PER-DES-GEN GENERAL

GENERAL................................................................................................................................................................ A

PER-DES-STD STANDARD

DESCENT- M.78/300KT/250KT...............................................................................................................................A

PER-DES-EMG EMERGENCY

EMERGENCY DESCENT - M.82/350KT................................................................................................................ A

CTV A320 FLEET FCOM

PER-DES-PLP-TOC P 1/2 30 MAY 13





CTV A320 FLEET FCOM

PER-DES-PLP-TOC P 2/2 30 MAY 13


GENERAL


GENERAL Ident.: PER-DES-GEN-00002131.0001001 / 09 DEC 09 Applicable to: ALL

Descent tables are established for normal descent speed M .78 / 300 kt /250 kt and emergency descent at MMO/VMO with airbrakes extended, down to 1 500 ft with : • Normal air conditioning • CG = 33 % • Anti ice OFF For normal descent, cabin vertical speed is limited to 350 ft/min

CTV A320 FLEET FCOM

A

PER-DES-GEN P 1/2 19 JUL 11



GENERAL


CTV A320 FLEET FCOM

PER-DES-GEN P 2/2 19 JUL 11


STANDARD


DESCENT- M.78/300KT/250KT Ident.: PER-DES-STD-00002133.0028001 / 09 DEC 09 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

A→

PER-DES-STD P 1/4 30 MAY 13


STANDARD


DESCENT- M.78/300KT/250KT Ident.: PER-DES-STD-00002133.0037001 / 09 DEC 09 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

←A→



STANDARD


DESCENT- M.78/300KT/250KT Ident.: PER-DES-STD-00002133.0038001 / 09 DEC 09 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

←A




STANDARD


CTV A320 FLEET FCOM



EMERGENCY


EMERGENCY DESCENT - M.82/350KT Ident.: PER-DES-EMG-00002134.0011001 / 09 DEC 09 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

A→

PER-DES-EMG P 1/4 30 MAY 13


EMERGENCY


EMERGENCY DESCENT - M.82/350KT Ident.: PER-DES-EMG-00002134.0201001 / 09 DEC 09 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

←A→



EMERGENCY


EMERGENCY DESCENT - M.82/350KT Ident.: PER-DES-EMG-00002134.0202001 / 09 DEC 09 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

←A




EMERGENCY


CTV A320 FLEET FCOM


PERFORMANCE GO AROUND


PERFORMANCE GO AROUND A320



PER-GOA-GEN GENERAL

GENERAL................................................................................................................................................................ A PROCEDURE.......................................................................................................................................................... B

PER-GOA-ACG APPROACH CLIMB LIMITING WEIGHT PER-GOA-ACG-NOR NORMAL

CONF 2....................................................................................................................................................................A CONF 3....................................................................................................................................................................B

PER-GOA-ACG-CAT CAT II

CAT II - CONF 2..................................................................................................................................................... A CAT II - CONF 3..................................................................................................................................................... B

CTV A320 FLEET FCOM

PER-GOA-PLP-TOC P 1/2 30 MAY 13





CTV A320 FLEET FCOM

PER-GOA-PLP-TOC P 2/2 30 MAY 13


GENERAL


GENERAL Ident.: PER-GOA-GEN-00002140.0001001 / 28 JAN 11 Applicable to: ALL

In the go around configuration corresponding to the all engine procedure, the minimum steady gradient one engine inoperative required by the regulations is 2.1 % at a speed not exceeding 1.4 Vs. This requirement is also called approach climb performance by regulations. The following tables allow to determine the go around limiting weight which satisfies the required gradient with the certified go around configurations 3 and 2. The required gradient of 2.1 % is considered at the airport reference altitude. The power setting is “GO AROUND” thrust with the air conditioning ON. The speed is 1.23 Vs of the specified configuration. For the occasional cases where approach climb performance is found restrictive, a correction is given for an increased speed, up to 1.4 Vs. Note:

Landing climb performance (2 engines running) is never limiting. PROCEDURE

Ident.: PER-GOA-GEN-00002141.0001001 / 11 MAY 12 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLH, PK-GLI, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

According to airport pressure altitude and temperature determine if the slats/flaps setting must be restricted as a function of the landing weight, in order to meet the go around gradient requirement of 2.1 %. Establish the final approach configuration with one more step of flaps. If the approach is interrupted, retract the flaps by one step during the go-around. In case of category II approach, JAR-OPS requires a regulatory approach climb gradient of 2.5 % to be maintained. Use the tables for CAT II approach to determine the maximum approach climb limiting weight according to airport pressure altitude and temperature.

CTV A320 FLEET FCOM

A to B →

PER-GOA-GEN P 1/2 30 MAY 13


GENERAL


Note:

1. If circumstances dictate, landing may be made at a weight corresponding to the maximum structural takeoff weight. (Refer to PRO-ABN-80 OVERWEIGHT LANDING). 2. When icing conditions are predicted during the flight and TAT is 10 °C or below and there is an evidence of significant ice accretion, to take into account ice formation on the non heated structure : ‐ decrease the approach climb limiting weight by 4.5 %. ‐ in CONF FULL, the approach speed must not be lower than VREF +5 kt. or in CONF 3, the approach speed must not be lower than VLS +10 kt. For Landing Performance assessment, refer to QRH FPE-IFL. 3. In the following tables corrections for anti ice are only valid for OAT lower than 10 °C. PROCEDURE

Ident.: PER-GOA-GEN-00002141.0014001 / 27 MAY 13 Applicable to: PK-GLX, PK-GLY

According to airport pressure altitude and temperature determine if the slats/flaps setting must be restricted as a function of the landing weight, in order to meet the go around gradient requirement of 2.1 %. Establish the final approach configuration with one more step of flaps. If the approach is interrupted, retract the flaps by one step during the go-around. In case of category II approach, JAR-OPS requires a regulatory approach climb gradient of 2.5 % to be maintained. Use the tables for CAT II approach to determine the maximum approach climb limiting weight according to airport pressure altitude and temperature. Note:

1. If circumstances dictate, landing may be made at a weight corresponding to the maximum structural takeoff weight. (Refer to PRO-ABN-80 OVERWEIGHT LANDING). 2. When icing conditions are predicted during the flight and TAT is 10 °C or below and there is an evidence of significant ice accretion, to take into account ice formation on the non heated structure: ‐ decrease the approach climb limiting weight by 8.5 % ‐ in CONF FULL, the approach speed must not be lower than VREF +5 kt. or in CONF 3, the approach speed must not be lower than VLS +10 kt. For Landing Performance assessment, refer to QRH FPE-IFL. 3. In the following tables corrections for anti ice are only valid for OAT lower than 10 °C.

CTV A320 FLEET FCOM

←B

PER-GOA-GEN P 2/2 30 MAY 13



APPROACH CLIMB LIMITING WEIGHT - NORMAL

CONF 2 Ident.: PER-GOA-ACG-NOR-00002142.0320001 / 21 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

A→

PER-GOA-ACG-NOR P 1/8 30 MAY 13




CONF 2 Ident.: PER-GOA-ACG-NOR-00002142.0322001 / 24 MAR 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

CTV A320 FLEET FCOM

←A→





CONF 2 Ident.: PER-GOA-ACG-NOR-00002142.0315001 / 21 MAR 11 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

←A→





CONF 2 Ident.: PER-GOA-ACG-NOR-00002142.0598001 / 14 DEC 12 Applicable to: PK-GLX, PK-GLY

APPROACH CLIMB LIMITING WEIGHT (1000 KG) - CONF 2

ONE ENGINE OUT ONE ENGINE AT GO AROUND THRUST

OAT (°C) ≤10 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50 52 54 55

-2000

88.7 88.4 88.3 88.2 88.2 88.1 88.0 88.0 87.9 87.9 87.8 87.8 87.8 87.7 87.7 87.5 85.5 83.5 81.5 80.5 CORRECTIONS WEIGHT

CTV A320 FLEET FCOM

0

200

400

600

High Air Conditioning Anti Ice OFF PRESSURE ALTITUDE (FT)

800 1000 1500 2000 5000 8000 9200 12000 14100

87.7 87.5 87.2 87.0 86.7 86.4 85.8 87.4 87.1 86.9 86.6 86.4 86.1 85.5 87.3 87.1 86.8 86.6 86.3 86.1 85.5 87.2 87.0 86.8 86.5 86.3 86.0 85.4 87.2 87.0 86.7 86.5 86.2 86.0 85.4 87.1 86.9 86.7 86.4 86.2 85.9 85.3 87.1 86.9 86.6 86.4 86.1 85.9 85.3 87.0 86.8 86.6 86.3 86.1 85.8 85.3 87.0 86.8 86.5 86.3 86.0 85.8 85.2 87.0 86.7 86.5 86.3 86.0 85.8 85.2 86.9 86.7 86.5 86.2 86.0 85.8 85.2 86.9 86.7 86.5 86.2 86.0 85.8 85.2 86.9 86.7 86.4 86.2 85.9 85.7 84.2 86.8 86.2 85.6 85.0 84.4 83.8 82.3 84.9 84.3 83.7 83.1 82.5 81.9 80.4 83.0 82.4 81.8 81.2 80.6 80.0 78.6 81.1 80.5 79.9 79.3 78.7 78.2 76.8 79.2 78.6 78.0 77.5 77.0 76.4 75.0 77.3 76.8 76.3 76.5 AIR CONDITIONING ENGINE ANTI ICE OFF ON + 1500 kg

Gradient : 2.1 % V = 1.23 Vs

85.2 84.9 84.9 84.8 84.8 84.7 84.7 84.7 84.6 84.6 84.6 84.6 82.6 80.8 78.9 77.2 75.4

85.5 85.3 85.2 84.8 83.8 82.8 81.8 80.8 79.8 78.1 76.3 74.4 72.7 71.0

80.7 79.2 78.2 77.1 75.9 74.5 73.3 71.9 70.5 69.1 67.6

76.6 73.9 72.6 71.3 70.0 68.9 67.7 66.5 65.3 64.1

TOTAL ANTI ICE ON

- 240 kg up to 9200 ft - 1100 kg up to 5000 ft - 3700 kg above 9200 ft - 7300 kg above 5000 ft

←A

69.0 63.4 62.3 61.4 60.4 59.4 58.4

63.3 57.0 56.1 55.2 54.2

SPEED INCREASE (PER 0.01 Vs) + 210 kg





CONF 3 Ident.: PER-GOA-ACG-NOR-00002143.0385001 / 21 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

B→





CONF 3 Ident.: PER-GOA-ACG-NOR-00002143.0380001 / 21 MAR 11 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

←B→





CONF 3 Ident.: PER-GOA-ACG-NOR-00002143.0387001 / 24 MAR 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

CTV A320 FLEET FCOM

←B→





CONF 3 Ident.: PER-GOA-ACG-NOR-00002143.0678001 / 14 DEC 12 Applicable to: PK-GLX, PK-GLY

APPROACH CLIMB LIMITING WEIGHT (1000 KG) - CONF 3


OAT (°C) ≤10 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50 52 54 55

-2000

87.8 87.5 87.4 87.3 87.3 87.2 87.1 87.1 87.0 87.0 87.0 86.9 86.9 86.8 86.8 86.7 84.6 82.7 80.7 79.7 CORRECTIONS WEIGHT

CTV A320 FLEET FCOM

0

200

400

600


800 1000 1500 2000 5000 8000 9200 12000 14100

86.8 86.6 86.3 86.1 85.8 85.6 85.0 86.5 86.3 86.0 85.8 85.5 85.3 84.7 86.4 86.2 86.0 85.7 85.5 85.2 84.7 86.4 86.1 85.9 85.7 85.4 85.2 84.6 86.3 86.1 85.8 85.6 85.4 85.1 84.6 86.3 86.0 85.8 85.5 85.3 85.1 84.5 86.2 86.0 85.7 85.5 85.3 85.0 84.5 86.2 85.9 85.7 85.5 85.2 85.0 84.5 86.1 85.9 85.7 85.4 85.2 85.0 84.4 86.1 85.9 85.6 85.4 85.2 84.9 84.4 86.1 85.8 85.6 85.4 85.1 84.9 84.4 86.0 85.8 85.6 85.4 85.1 84.9 84.4 86.0 85.8 85.6 85.3 85.1 84.8 83.3 85.9 85.3 84.7 84.1 83.5 83.0 81.5 84.0 83.4 82.9 82.3 81.7 81.1 79.6 82.1 81.6 81.0 80.4 79.8 79.2 77.8 80.3 79.7 79.1 78.5 78.0 77.4 76.0 78.4 77.8 77.3 76.8 76.2 75.7 74.2 76.6 76.1 75.5 75.7 AIR CONDITIONING ENGINE ANTI ICE OFF ON + 1500 kg

Gradient : 2.1 % V = 1.23 Vs

84.4 84.1 84.1 84.0 84.0 83.9 83.9 83.9 83.8 83.8 83.8 83.8 81.8 80.0 78.1 76.4 74.6

84.7 84.4 84.4 83.9 82.9 82.0 81.0 80.0 78.9 77.3 75.5 73.7 71.9 70.2

79.8 78.3 77.4 76.3 75.0 73.7 72.4 71.1 69.7 68.3 66.9

75.7 73.0 71.8 70.5 69.2 68.1 67.0 65.8 64.6 63.4

TOTAL ANTI ICE ON

- 230 kg up to 9200 ft - 1100 kg up to 5000 ft - 3700 kg above 9200 ft - 7200 kg above 5000 ft

←B

68.2 62.6 61.6 60.7 59.8 58.8 57.8

62.6 56.4 55.5 54.6 53.7

SPEED INCREASE (PER 0.01 Vs) + 180 kg




APPROACH CLIMB LIMITING WEIGHT - CAT II

CAT II - CONF 2 Ident.: PER-GOA-ACG-CAT-00002144.0060001 / 02 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

A→

PER-GOA-ACG-CAT P 1/8 30 MAY 13




CAT II - CONF 2 Ident.: PER-GOA-ACG-CAT-00002144.0055001 / 25 MAR 11 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

←A→





CAT II - CONF 2 Ident.: PER-GOA-ACG-CAT-00002144.0062001 / 24 MAR 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

CTV A320 FLEET FCOM

←A→





CAT II - CONF 2 Ident.: PER-GOA-ACG-CAT-00002144.0354001 / 14 DEC 12 Applicable to: PK-GLX, PK-GLY

APPROACH CLIMB LIMITING WEIGHT (1000 KG) - CONF 2 - CAT II


OAT (°C) ≤10 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50 52 54 55

-2000

0

86.6 85.6 86.2 85.2 86.2 85.2 86.1 85.1 86.0 85.1 86.0 85.0 85.9 85.0 85.9 84.9 85.8 84.9 85.8 84.9 85.7 84.8 85.7 84.8 85.7 84.8 85.6 84.7 85.6 82.9 85.4 81.0 83.5 79.2 81.5 77.4 79.6 75.6 78.7 74.7 CORRECTIONS WEIGHT

CTV A320 FLEET FCOM

200

85.3 85.0 85.0 84.9 84.8 84.8 84.7 84.7 84.7 84.6 84.6 84.6 84.6 84.1 82.3 80.4 78.6 76.9 75.1

400

85.1 84.8 84.7 84.6 84.6 84.5 84.5 84.5 84.4 84.4 84.4 84.4 84.3 83.5 81.7 79.9 78.0 76.3 74.5

600

84.8 84.5 84.5 84.4 84.4 84.3 84.3 84.2 84.2 84.2 84.1 84.1 84.1 83.0 81.1 79.3 77.5 75.8


Gradient : 2.5 %

800 1000 1500 2000 5000 8000 9200 12000 14100

84.6 84.3 84.2 84.2 84.1 84.1 84.0 84.0 83.9 83.9 83.9 83.9 83.8 82.4 80.6 78.7 77.0 75.2

AIR CONDITIONING OFF + 1400 kg

84.3 84.0 84.0 83.9 83.9 83.8 83.8 83.7 83.7 83.7 83.7 83.7 83.6 81.8 80.0 78.2 76.5 74.7

83.7 83.4 83.4 83.3 83.3 83.2 83.2 83.2 83.1 83.1 83.1 83.1 82.1 80.3 78.5 76.8 75.1 73.3

83.1 82.8 82.8 82.7 82.7 82.6 82.6 82.6 82.6 82.5 82.5 82.5 80.6 78.8 77.2 75.4 73.7

83.4 83.2 83.1 82.7 81.7 80.8 79.8 78.9 77.9 76.4 74.5 72.7 71.0 69.3

ENGINE ANTI ICE ON - 220 kg up to 9200 ft - 3600 kg above 9200 ft

←A

78.7 77.3 76.5 75.3 74.1 72.8 71.6 70.2 68.9 67.5 66.1

74.7 72.1 70.9 69.7 68.4 67.3 66.2 65.0 63.8 62.6

67.4 61.9 61.0 60.0 59.1 58.2 57.2

61.9 55.8 54.9 54.0 53.1

TOTAL ANTI ICE ON - 1100 kg up to 5000 ft - 7000 kg above 5000 ft





CAT II - CONF 3 Ident.: PER-GOA-ACG-CAT-00002145.0055001 / 21 MAR 11 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

B→





CAT II - CONF 3 Ident.: PER-GOA-ACG-CAT-00002145.0060001 / 21 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

←B→





CAT II - CONF 3 Ident.: PER-GOA-ACG-CAT-00002145.0062001 / 24 MAR 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

CTV A320 FLEET FCOM

←B→





CAT II - CONF 3 Ident.: PER-GOA-ACG-CAT-00002145.0412001 / 14 DEC 12 Applicable to: PK-GLX, PK-GLY

APPROACH CLIMB LIMITING WEIGHT (1000 KG) - CONF 3 - CAT II


OAT (°C) ≤10 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50 52 54 55

-2000

0

84.3 83.3 83.9 83.0 83.9 83.0 83.8 82.9 83.7 82.8 83.7 82.8 83.6 82.7 83.6 82.7 83.5 82.7 83.5 82.6 83.4 82.6 83.4 82.6 83.4 82.6 83.3 82.5 83.3 80.7 83.2 78.9 81.3 77.2 79.4 75.4 77.5 73.7 76.7 72.8 CORRECTIONS WEIGHT

CTV A320 FLEET FCOM

200

83.1 82.8 82.7 82.7 82.6 82.5 82.5 82.5 82.4 82.4 82.4 82.4 82.3 81.9 80.1 78.3 76.7 74.9 73.1

400

82.8 82.5 82.5 82.4 82.4 82.3 82.3 82.2 82.2 82.2 82.2 82.1 82.1 81.3 79.5 77.8 76.1 74.3 72.6

600

82.6 82.3 82.2 82.2 82.1 82.1 82.0 82.0 82.0 81.9 81.9 81.9 81.9 80.8 79.0 77.3 75.6 73.8


Gradient : 2.5 %

800 1000 1500 2000 5000 8000 9200 12000 14100

82.4 82.1 82.0 82.0 81.9 81.9 81.8 81.8 81.7 81.7 81.7 81.7 81.6 80.2 78.4 76.8 75.0 73.3

AIR CONDITIONING OFF + 1400 kg

82.1 81.8 81.8 81.7 81.7 81.6 81.6 81.6 81.5 81.5 81.5 81.5 81.4 79.6 77.9 76.2 74.5 72.7

81.6 81.3 81.3 81.2 81.2 81.1 81.1 81.0 81.0 81.0 81.0 81.0 80.0 78.2 76.5 74.8 73.1 71.4

81.0 80.8 80.7 80.6 80.6 80.6 80.5 80.5 80.5 80.4 80.4 80.4 78.5 76.9 75.1 73.4 71.7

81.2 81.0 80.9 80.5 79.6 78.6 77.7 76.8 75.8 74.3 72.5 70.8 69.1 67.6

ENGINE ANTI ICE ON - 220 kg up to 9200 ft - 3500 kg above 9200 ft

←B

76.6 75.2 74.3 73.2 72.0 70.7 69.6 68.3 67.0 65.7 64.3

72.6 70.1 68.9 67.7 66.5 65.4 64.4 63.3 62.2 61.0

65.6 60.2 59.3 58.4 57.5 56.6 55.7

60.2 54.3 53.5 52.6 51.7

TOTAL ANTI ICE ON - 1000 kg up to 5000 ft - 6800 kg above 5000 ft


PERFORMANCE LANDING


PERFORMANCE LANDING A320



PER-LDG-GEN GENERAL

GENERAL................................................................................................................................................................ A DISPATCH............................................................................................................................................................... B Use of the Autobrake System................................................................................................................................. C

PER-LDG-CTA RUNWAY CONTAMINATION PER-LDG-CTA-10 GENERAL

GENERAL................................................................................................................................................................ A

PER-LDG-CTA-20 DEFINITIONS

DEFINITIONS...........................................................................................................................................................A EQUIVALENCES..................................................................................................................................................... B

PER-LDG-DIS DISPATCH PER-LDG-DIS-MAT Runway Condition Assessment Matrix for Landing

Runway Condition Assessment Matrix....................................................................................................................A

PER-LDG-DIS-RLD REQUIRED LANDING DISTANCES / MANUAL LANDING

RLD CONF FULL.................................................................................................................................................... A RLD CONF 3........................................................................................................................................................... B Example................................................................................................................................................................... C

PER-LDG-DIS-RLA REQUIRED LANDING DISTANCES

AUTOMATIC LANDING ON DRY RUNWAY.......................................................................................................... A

CTV A320 FLEET FCOM

PER-LDG-PLP-TOC P 1/2 30 MAY 13





CTV A320 FLEET FCOM

PER-LDG-PLP-TOC P 2/2 30 MAY 13


GENERAL


GENERAL Ident.: PER-LDG-GEN-00013287.0001001 / 22 MAY 12 Applicable to: ALL

REQUIRED LANDING DISTANCE (RLD) AT DISPATCH The RLD is the regulatory reference to be used for dispatch landing performance computation. The RLD is the factored certified landing distance based on: ‐ Maximum manual braking initiated immediately after main gear touchdown ‐ Prompt selection of max reverse thrust, maintained to 70kt, and idle thrust to full stop (when credit is used) ‐ Antiskid and all spoilers operative ‐ The regulatory dispatch factor. MANUAL LANDING CONTAMINATED RUNWAY If the surface is contaminated, EU-OPS operators must use the longer of the RLD for wet runway and the RLD for the applicable contaminant for dispatch. AUTOMATIC LANDING The RLD for automatic landing is defined as the RLD in manual landing corrected with the increment given in AFM. These increments assume maximum manual braking from main gear touchdown. IN-FLIGHT LANDING DISTANCE The flight crew should use the Landing Distances published in the QRH as the reference for In-Flight landing performance computation. The In-Flight Landing Distances reflect the performance achievable in a typical operational landing without margin, assuming realistic airborne phase from threshold to touchdown and deceleration on ground to full stop. The In-Flight Landing Distances consider: ‐ Touchdown within the touchdown zone ‐ Maximum manual braking initiated immediately after main gear touchdown ‐ Normal system delays in braking activation in case of autobrake ‐ Prompt selection of max reverse thrust, maintained to 70kt, and idle thrust to full stop (when credit is used) ‐ Antiskid and all spoilers operative.

CTV A320 FLEET FCOM

A→

PER-LDG-GEN P 1/4 30 MAY 12


GENERAL


FACTORED IN-FLIGHT LANDING DISTANCE The flight crew should apply an appropriate margin to the In-Flight Landing Distances published in the QRH to account for operational variability (e.g. in wind and runway condition reporting) and flying technique (e.g. speed and height above threshold, flare). This factor should account for: ‐ The Applicable Regulations ‐ The Airline Policy ‐ The discretion of the Pilot. The Factored In-Flight Landing Distance may in some cases, and in particular on contaminated runway, exceed the RLD considered at dispatch. The requirements for dispatch remain unchanged and are based on the RLD. However, when arrival conditions are expected to be marginal it is recommended to make a preliminary calculation of In-Flight Landing Distance or Factored In-Flight Landing Distance at dispatch in order to nominate suitable destination alternates. DISPATCH Ident.: PER-LDG-GEN-00013288.0001001 / 18 MAR 11 Applicable to: ALL

The pilot must check before departure that the available runway length at destination is at least equal to the required landing distance for the forecasted landing weight. In case of aircraft system failure affecting landing distance known before the dispatch, the available runway length must be at least equal to the required landing distance with failure, i.e. the required landing distance without failure multiplied by the coefficient given in the Flight Manual or the MMEL. USE OF THE AUTOBRAKE SYSTEM Ident.: PER-LDG-GEN-00012045.0001001 / 22 MAY 12 Applicable to: ALL

The autobrake system is designed to help the pilot in case of : ‐ aborted takeoff or ‐ landing on short runways or ‐ operation with low visibility weather conditions Furthermore, it ensures a straight roll-out and optimizes the landing distance on contaminated runways provided the contamination is evenly distributed.

CTV A320 FLEET FCOM

← A to C →



GENERAL


At landing, select the braking mode according to : ‐ runway length ‐ configuration ‐ runway condition

CTV A320 FLEET FCOM

←C




GENERAL


CTV A320 FLEET FCOM





GENERAL Ident.: PER-LDG-CTA-10-00013002.0001001 / 28 FEB 11 Applicable to: ALL

This section presents the recommendations of Airbus Industrie for operations from wet runways or from runways which are covered with contaminants such as standing water, slush or snow.

CTV A320 FLEET FCOM

A

PER-LDG-CTA-10 P 1/2 19 JUL 11





CTV A320 FLEET FCOM

PER-LDG-CTA-10 P 2/2 19 JUL 11




DEFINITIONS Ident.: PER-LDG-CTA-20-00013004.0001001 / 22 MAY 13 Applicable to: ALL

DAMP

:

WET

:

STANDING WATER

:

SLUSH

:

WET SNOW

:

DRY SNOW

:

COMPACTED SNOW : ICY :

A runway is damp when the surface is not dry, but when the water on it does not give it a shiny appearance. A runway is considered as wet when the surface has a shiny appearance due to a thin layer of water. When this layer does not exceed 3 mm depth, there is no substantial risk of hydroplaning. is caused by heavy rainfall and/or insufficient runway drainage with a depth of more than 3 mm. is water saturated with snow which spatters when stepping firmly on it. It is encountered at temperatures around 5 °C and its density is approximately 0.85 kg/l (7.1 lb/US Gal). is a condition where, if compacted by hand, snow will stick together and tend to form a snowball. Its density is approximately 0.4 kg/l (3.35 lb/US Gal). is a condition where snow can be blown if loose, or if compacted by hand, will fall apart again upon release. Its density is approximately 0.2 kg/l (1.7 lb/US Gal). is a condition where snow has been compressed. is a condition where the friction coefficient is 0.05 or below. EQUIVALENCES

Ident.: PER-LDG-CTA-20-00014917.0002001 / 22 MAY 13 Applicable to: PK-GLX, PK-GLY

For the below-listed reported contaminants, the following equivalent runway conditions can be retained for the landing performance determination. Reported contaminant Type of contaminant Depth of contaminant Slush Water Wet snow Dry snow

CTV A320 FLEET FCOM

≤ 3 mm (0.12 in)

A to B →

Equivalent Runway Condition Wet

PER-LDG-CTA-20 P 1/2 30 MAY 13




EQUIVALENCES Ident.: PER-LDG-CTA-20-00014917.0001001 / 22 MAY 13 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLH, PK-GLI, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

For the below-listed reported contaminants, the following equivalent runway conditions can be retained for the landing performance determination. Reported contaminant Type of contaminant Depth of contaminant Slush Water

Wet snow Dry snow

CTV A320 FLEET FCOM

≤ 3 mm (0.12 in) ≤ 3 mm (0.12 in) ≤ 3 mm (0.12 in) ≤ 30 mm (1.18 in) ≤ 3 mm (0.12 in) ≤ 130 mm (5.12 in)

←B

Equivalent Runway Condition Wet Slush Wet Slush

PER-LDG-CTA-20 P 2/2 30 MAY 13



DISPATCH - RUNWAY CONDITION ASSESSMENT MATRIX FOR LANDING

RUNWAY CONDITION ASSESSMENT MATRIX Ident.: PER-LDG-DIS-MAT-00014450.0001001 / 30 AUG 12 Applicable to: ALL

CTV A320 FLEET FCOM

A

PER-LDG-DIS-MAT P 1/2 13 SEP 12



DISPATCH - RUNWAY CONDITION ASSESSMENT MATRIX FOR LANDING


CTV A320 FLEET FCOM

PER-LDG-DIS-MAT P 2/2 13 SEP 12



DISPATCH - REQUIRED LANDING DISTANCES / MANUAL LANDING

RLD CONF FULL Ident.: PER-LDG-DIS-RLD-00013995.0093001 / 03 APR 13 Applicable to: PK-GLX, PK-GLY

The RLD in the first table considers: Sea Level (SL), ISA, no wind, no slope, no engine reverse thrust, manual landing, and VAPP=VLS. Runway State Weight (1000 kg) 46 50 54 58 62 66 Runway State Altitude Speed Wind Reverse CG

Per 1 000 ft ABOVE SL Per 5 kt Per 5 kt TW Per Thrust Reverser Operative Extended Forward CG

Required Landing Distances (m) Compacted Dry / Wet Dry Wet snow snow 1 170 1 340 1 370 1 530 1 220 1 400 1 450 1 620 1 270 1 460 1 540 1 720 1 330 1 530 1 620 1 810 1 390 1 600 1 700 1 900 1 500 1 730 1 780 1 990

Slush 1 360 1 450 1 540 1 630 1 720 1 820

Corrections on Landing Distances (m) Compacted Dry / Wet Dry Wet snow snow

Standing Water 1 410 1 500 1 590 1 690 1 820 1 950

Slush

Standing Water

+ 60

+ 70

+ 80

+ 90

+ 130

+ 130

+ 100 + 150

+ 110 + 170

+ 90 + 160

+ 100 + 190

+ 110 + 240

+ 170 + 330

-

-

- 70

- 90

- 70

- 80

+ 30

+ 30

+ 50

+ 60

+ 40

+ 50

RLD CONF FULL Ident.: PER-LDG-DIS-RLD-00013995.0035001 / 22 MAY 12 Applicable to: PK-GLH, PK-GLI

The RLD in the first table considers: Sea Level (SL), ISA, no wind, no slope, no engine reverse thrust, manual landing, and VAPP=VLS. Runway State Weight (1000 lb) 100 110 120 130

CTV A320 FLEET FCOM

Required landing distances (ft) Compacted Dry Wet snow 3 800 4 370 4 470 3 980 4 580 4 750 4 180 4 810 5 060 4 390 5 050 5 370

A→

Standing Water 4 430 4 570 4 740 4 890 5 070 5 240 5 420 5 650 Continued on the following page Slush

PER-LDG-DIS-RLD P 1/10 30 MAY 13



Runway State Weight (1000 lb) 140 150 Runway State Altitude Speed Wind Reverse CG


DISPATCH - REQUIRED LANDING DISTANCES / MANUAL LANDING Required landing distances (ft) Compacted Dry Wet snow 4 670 5 370 5 670 5 180 5 950 5 980 Corrections on landing distances (ft) Compacted Dry Wet snow


Slush 5 760 6 110

Standing Water 6 120 6 600

Slush

Standing Water

+ 190

+ 220

+ 270

+ 430

+ 430

+ 320 + 490

+ 370 + 560

+ 300 + 510

+ 420 + 800

+ 580 + 1 090

-

-

- 240

- 240

- 250

+ 80

+ 100

+ 150

+ 160

+ 180

RLD CONF FULL Ident.: PER-LDG-DIS-RLD-00013995.0018001 / 22 MAY 12 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

The RLD in the first table considers: Sea Level (SL), ISA, no wind, no slope, no engine reverse thrust, manual landing, and VAPP=VLS. Runway State Weight (1000 kg) 46 50 54 58 62 66 Runway State Altitude Speed Wind

CTV A320 FLEET FCOM

Per 1 000 ft ABOVE SL Per 5 kt Per 5 kt TW

Required Landing Distances (m) Compacted Dry Wet snow 1 150 1 320 1 310 1 210 1 390 1 400 1 260 1 450 1 480 1 320 1 510 1 560 1 380 1 580 1 640 1 480 1 710 1 730 Corrections on Landing Distances (m) Compacted Dry Wet snow + 60

+ 70

+ 90

+ 100 + 140

+ 100 + 170

+ 80 + 150

←A→

Slush 1 300 1 390 1 480 1 570 1 670 1 760

Standing Water 1 350 1 440 1 530 1 630 1 750 1 880

Slush

Standing Water

+ 130

+ 140

+ 110 + 160 + 220 + 300 Continued on the following page




Runway State Reverse CG

Per Thrust Reverser Operative Extended Forward CG

DISPATCH - REQUIRED LANDING DISTANCES / MANUAL LANDING Corrections on Landing Distances (m) Compacted Dry Wet snow


Slush

Standing Water

-

-

- 90

- 90

- 110

+ 30

+ 30

+ 40

+ 40

+ 50

RLD CONF FULL Ident.: PER-LDG-DIS-RLD-00013995.0001001 / 22 MAY 12 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU



Required Landing Distances (m) Compacted Dry Wet snow 1 170 1 340 1 370 1 220 1 400 1 450 1 270 1 460 1 540 1 330 1 530 1 620 1 390 1 600 1 700 1 500 1 730 1 780 Corrections on Landing Distances (m) Compacted Dry Wet snow

Slush 1 360 1 450 1 540 1 630 1 720 1 820

Standing Water 1 410 1 500 1 590 1 690 1 820 1 950

Slush

Standing Water

+ 60

+ 70

+ 80

+ 130

+ 130

+ 100 + 150

+ 110 + 170

+ 90 + 160

+ 110 + 240

+ 170 + 330

-

-

- 70

- 70

- 80

+ 30

+ 30

+ 50

+ 40

+ 50

RLD CONF 3 Ident.: PER-LDG-DIS-RLD-00013996.0098001 / 03 APR 13 Applicable to: PK-GLX, PK-GLY

The RLD in the first table considers: Sea Level (SL), ISA, no wind, no slope, no engine reverse thrust, manual landing, and VAPP=VLS. CTV A320 FLEET FCOM

← A to B →




Runway State Weight (1000 kg) 46 50 54 58 62 66 Runway State Altitude Speed Wind Reverse CG


DISPATCH - REQUIRED LANDING DISTANCES / MANUAL LANDING Required Landing Distances (m) Compacted Dry / Wet Dry Wet snow snow 1 250 1 430 1 500 1 690 1 300 1 500 1 590 1 790 1 360 1 570 1 680 1 890 1 430 1 640 1 770 1 990 1 520 1 750 1 860 2 090 1 670 1 920 1 950 2 200 Corrections on Landing Distances (m) Compacted Dry / Wet Dry Wet snow snow

Slush 1 490 1 590 1 690 1 800 1 900 2 030

Standing Water 1 540 1 650 1 760 1 910 2 060 2 210

Slush

Standing Water

+ 60

+ 70

+ 90

+ 110

+ 150

+ 150

+ 100 + 150

+ 120 + 180

+ 100 + 170

+ 100 + 200

+ 150 + 270

+ 200 + 370

-

-

- 90

- 120

- 90

- 90

+ 30

+ 30

+ 50

+ 50

+ 60

+ 60

RLD CONF 3 Ident.: PER-LDG-DIS-RLD-00013996.0035001 / 22 MAY 12 Applicable to: PK-GLH, PK-GLI

The RLD in the first table considers: Sea Level (SL), ISA, no wind, no slope, no engine reverse thrust, manual landing, and VAPP=VLS. Runway State Weight (1000 lb) 100 110 120 130 140 150

CTV A320 FLEET FCOM

Required Landing Distances (ft) Compacted Dry Wet snow 4 040 4 650 4 860 4 260 4 900 5 190 4 480 5 150 5 520 4 720 5 430 5 860 5 150 5 920 6 200 5 740 6 600 6 540

←B→

Slush 4 840 5 210 5 580 5 960 6 360 6 870

Standing Water 5 000 5 380 5 830 6 370 6 930 7 500




Runway State Altitude Speed Wind Reverse CG


DISPATCH - REQUIRED LANDING DISTANCES / MANUAL LANDING Corrections on Landing Distances (ft) Compacted Dry Wet snow

Slush

Standing Water

+ 210

+ 240

+ 300

+ 510

+ 510

+ 340 + 510

+ 390 + 580

+ 320 + 540

+ 500 + 900

+ 660 + 1 250

-

-

- 290

- 300

- 310

+ 90

+ 110

+ 170

+ 210

+ 220

RLD CONF 3 Ident.: PER-LDG-DIS-RLD-00013996.0018001 / 22 MAY 12 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ



CTV A320 FLEET FCOM


Slush 1 410 1 510 1 610 1 700 1 810 1 910

Standing Water 1 460 1 560 1 660 1 800 1 940 2 080

Slush

Standing Water

+ 70

+ 80

+ 100

+ 160

+ 160

+ 100 + 150

+ 120 + 170

+ 90 + 160

+ 150 + 260

+ 190 + 350

-

-

- 110

- 120

- 130

+ 30

+ 30

+ 40

+ 60

+ 60

←B→





RLD CONF 3 Ident.: PER-LDG-DIS-RLD-00013996.0001001 / 22 MAY 12 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU




Slush 1 490 1 590 1 690 1 800 1 900 2 030

Standing Water 1 540 1 650 1 760 1 910 2 060 2 210

Slush

Standing Water

+ 60

+ 70

+ 90

+ 150

+ 150

+ 100 + 150

+ 120 + 180

+ 100 + 170

+ 150 + 270

+ 200 + 370

-

-

- 90

- 90

- 90

+ 30

+ 30

+ 50

+ 60

+ 60

EXAMPLE Ident.: PER-LDG-DIS-RLD-00014000.0035001 / 22 MAY 12 Applicable to: PK-GLH, PK-GLI

EXAMPLE 1 Required Landing Distance (RLD) determination with multiple corrections Data: Landing CONF = CONF FULL LW = 130 klb DRY runway Airport altitude = 2 000 ft Approach speed = VLS 5 kt TW

CTV A320 FLEET FCOM

← B to C →





ISA conditions No slope Read the reference distance for 130 klb from RLD table: RLD (DRY, 0 ft, VLS, no wind) = 4 390 ft Read the different corrections: Altitude correction: 190 x 2 = + 380 ft Wind correction: 490 x 1 = + 490 ft RLD (DRY, 2 000 ft, VLS, 5 kt TW) = 4 390 + 380 + 490 = 5 260 ft EXAMPLE 2 Required Landing Distance (RLD) calculation with WET CHECK (Mandatory for EASA operators) Data: Landing CONF = CONF FULL LW = 130 klb Runway covered with STANDING WATER Airport altitude = 2 000 ft Approach speed = VLS Credit for all thrust reversers ISA conditions No slope RLD (WATER, 2 000 ft, VLS, no wind, all reversers) = 5 650 + 430 x 2 - 250 x 2 = 6 010 ft Compare this distance to the landing distance in the same conditions on WET runway: RLD (WET, 2 000 ft, VLS, no wind) = 5 050 + 220 x 2 = 5 490 ft RLD (WET) < RLD (WATER), therefore RLD = 6 010 ft EXAMPLE Ident.: PER-LDG-DIS-RLD-00014000.0018001 / 22 MAY 12 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

EXAMPLE 1 Required Landing Distance (RLD) determination with multiple corrections Data: Landing CONF = CONF FULL LW = 58 T DRY runway Airport altitude = 2 000 ft Approach speed = VLS CTV A320 FLEET FCOM

←C→





5 kt TW ISA conditions No slope Read the reference distance for 58 T from RLD table: RLD (DRY, 0 ft, VLS, no wind) = 1 320 m Read the different corrections: Altitude correction: 60 x 2 = + 120 m Wind correction: 140 x 1 = + 140 m RLD (DRY, 2 000 ft, VLS, 5 kt TW) = 1 320 + 120 + 140 = 1 580 m EXAMPLE 2 Required Landing Distance (RLD) calculation with WET CHECK (Mandatory for EASA operators) Data: Landing CONF = CONF FULL LW = 58 T Runway covered with STANDING WATER Airport altitude = 2 000 ft Approach speed = VLS Credit for all thrust reversers ISA conditions No slope RLD (WATER, 2 000 ft, VLS, no wind, all reversers) = 1 630 + 140 x 2 - 110 x 2 = 1 690 m Compare this distance to the landing distance in the same conditions on WET runway: RLD (WET, 2 000 ft, VLS, no wind) = 1 510 + 70 x 2 = 1 650 m RLD (WET) < RLD (WATER), therefore RLD = 1 690 m EXAMPLE Ident.: PER-LDG-DIS-RLD-00014000.0001001 / 22 MAY 12 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

EXAMPLE 1 Required Landing Distance (RLD) determination with multiple corrections Data: Landing CONF = CONF FULL LW = 58 T DRY runway Airport altitude = 2 000 ft CTV A320 FLEET FCOM

←C→





Approach speed = VLS 5 kt TW ISA conditions No slope Read the reference distance for 58 T from RLD table: RLD (DRY, 0 ft, VLS, no wind) = 1 330 m Read the different corrections: Altitude correction: 60 x 2 = + 120 m Wind correction: 150 x 1 = + 150 m RLD (DRY, 2 000 ft, VLS, 5 kt TW) = 1 330 + 120 + 150 = 1 600 m EXAMPLE 2 Required Landing Distance (RLD) calculation with WET CHECK (Mandatory for EASA operators) Data: Landing CONF = CONF FULL LW = 58 T Runway covered with STANDING WATER Airport altitude = 2 000 ft Approach speed = VLS Credit for all thrust reversers ISA conditions No slope RLD (WATER, 2 000 ft, VLS, no wind, all reversers) = 1 690 + 130 x 2 - 80 x 2 = 1 790 m Compare this distance to the landing distance in the same conditions on WET runway: RLD (WET, 2 000 ft, VLS, no wind) = 1 530 + 70 x 2 = 1 670 m RLD (WET) < RLD (WATER), therefore RLD = 1 790 m

CTV A320 FLEET FCOM

←C






CTV A320 FLEET FCOM




DISPATCH - REQUIRED LANDING DISTANCES

AUTOMATIC LANDING ON DRY RUNWAY Ident.: PER-LDG-DIS-RLA-00013359.0023001 / 18 MAR 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU

Determine the corrected required landing distance for manual landing from the data above. The required landing distance for automatic landing is equal to the corrected required landing distance for manual landing except in the following case: ‐ In case of landing in CONF 3 with landing weight equal to or less than 55 000 kg and with no wind or headwind, it is equal to the corrected required landing distance for manual required landing increased by 95 m. ‐ In case of landing in CONF FULL with landing weight equal to or less than 70 000 kg it is equal to the corrected required landing distance for manual required landing increased by 90 m. AUTOMATIC LANDING ON DRY RUNWAY Ident.: PER-LDG-DIS-RLA-00013359.0191001 / 18 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

Determine the corrected required landing distance for manual landing from the data above. The required landing distance for automatic landing is equal to the corrected required landing distance for manual landing except in the following case: ‐ In case of landing in CONF 3 with landing weight equal to or less than 65 000 kg and with headwind at or above 10 kt, it is equal to the corrected required landing distance for manual landing increased by 90 m. ‐ In case of landing in CONF FULL with landing weight equal to or less than 45 000 kg and with headwind at or above 30 kt, it is equal to the corrected required landing distance for manual landing increased by 10 m. AUTOMATIC LANDING ON DRY RUNWAY Ident.: PER-LDG-DIS-RLA-00013359.0022001 / 18 MAR 11 Applicable to: PK-GLH, PK-GLI

Determine the corrected required landing distance for manual landing from the data above. The required landing distance for automatic landing is equal to the corrected required landing distance for manual landing except in the following case: ‐ In case of landing in CONF 3 with landing weight equal to or less than 121 300 lb and with no wind or headwind, it is equal to the corrected required landing distance for manual required landing increased by 310 ft. ‐ In case of landing in CONF FULL with landing weight equal to or less than 154 400 lb it is equal to the corrected required landing distance for manual required landing increased by 285 ft.

CTV A320 FLEET FCOM

A→

PER-LDG-DIS-RLA P 1/2 30 MAY 13



DISPATCH - REQUIRED LANDING DISTANCES

AUTOMATIC LANDING ON DRY RUNWAY Ident.: PER-LDG-DIS-RLA-00013359.0595001 / 26 NOV 12 Applicable to: PK-GLX, PK-GLY

Determine the corrected required landing distance for manual landing from the data above. The required landing distance for automatic landing is equal to the corrected required landing distance for manual landing except in the following case: ‐ In case of landing in CONF 3 with landing weight equal to or less than 70 000 kg and with no wind or headwind, it is equal to the corrected required landing distance for manual landing increased by 240 m. ‐ In case of landing in CONF FULL with landing weight equal to or less than 70 000 kg and with headwind, it is equal to the corrected required landing distance for manual landing increased by 170 m.

CTV A320 FLEET FCOM

←A

PER-LDG-DIS-RLA P 2/2 30 MAY 13

PERFORMANCE ONE ENGINE INOPERATIVE


PERFORMANCE ONE ENGINE INOPERATIVE A320



PER-OEI-GEN GENERAL PER-OEI-GEN-05 GENERAL

INTRODUCTION......................................................................................................................................................A FLIGHT PREPARATION......................................................................................................................................... B STRATEGY..............................................................................................................................................................C

PER-OEI-GEN-10 STANDARD STRATEGY

PROCEDURE.......................................................................................................................................................... A EXAMPLE................................................................................................................................................................ B

PER-OEI-GEN-15 OBSTACLE STRATEGY


PER-OEI-GEN-20 FIXED SPEED STRATEGIES


PER-OEI-ALT ALTITUDE PER-OEI-ALT-10 CEILINGS

GROSS CEILINGS AT LONG RANGE AND GREEN DOT SPEEDS.................................................................... A NET CEILING AT GREEN DOT SPEED................................................................................................................ B

PER-OEI-CRT CRUISE TABLES PER-OEI-CRT-10 STANDARD AND OBSTACLE STRATEGIES

LONG RANGE CRUISE - 1 ENGINE OUT - ISA................................................................................................... A LONG RANGE CRUISE - 1 ENGINE OUT - ISA +10............................................................................................B LONG RANGE CRUISE - 1 ENGINE OUT - ISA +15............................................................................................C LONG RANGE CRUISE - 1 ENGINE OUT - ISA +20............................................................................................D

PER-OEI-CRT-20 FIXED SPEED STRATEGIES

CRUISE - MCT/VMO - 1 ENGINE OUT - ISA........................................................................................................A CRUISE - MCT/VMO - 1 ENGINE OUT - ISA +10.................................................................................................B CRUISE - MCT/VMO - 1 ENGINE OUT - ISA +15................................................................................................ C CRUISE - MCT/VMO - 1 ENGINE OUT - ISA +20................................................................................................ D CRUISE - MCT/320KT - 1 ENGINE OUT - ISA..................................................................................................... E CRUISE - MCT/320KT - 1 ENGINE OUT - ISA +10.............................................................................................. F CRUISE - MCT/320KT - 1 ENGINE OUT - ISA +15..............................................................................................G CRUISE - MCT/320KT - 1 ENGINE OUT - ISA +20.............................................................................................. H Continued on the following page

CTV A320 FLEET FCOM

PER-OEI-PLP-TOC P 1/2 30 MAY 13




PER-OEI-ICQ IN CRUISE QUICK CHECK PER-OEI-ICQ-10 STANDARD STRATEGIES


IN CRUISE QUICK CHECK AT LONG RANGE SPEED........................................................................................A CORRECTION FOR DEVIATION FROM REFERENCE WEIGHT......................................................................... B IN CRUISE QUICK CHECK LONG RANGE...........................................................................................................C

PER-OEI-ICQ-20 FIXED SPEED STRATEGIES

GENERAL................................................................................................................................................................ A CORRECTION FOR DEVIATION FROM REFERENCE WEIGHT......................................................................... B IN CRUISE QUICK CHECK VMO.......................................................................................................................... C IN CRUISE QUICK CHECK 320KT........................................................................................................................ D

PER-OEI-HLD HOLDING

HOLDING................................................................................................................................................................. A

PER-OEI-DES DESCENT PER-OEI-DES-10 STANDARD STRATEGY

DESCENT - M.78/300KT.........................................................................................................................................A

PER-OEI-DES-15 OBSTACLE STRATEGY

GROSS FLIGHT PATH DESCENT AT GREEN DOT SPEED - ISA...................................................................... A GROSS FLIGHT PATH DESCENT AT GREEN DOT SPEED - ISA +10...............................................................B GROSS FLIGHT PATH DESCENT AT GREEN DOT SPEED - ISA +15...............................................................C GROSS FLIGHT PATH DESCENT AT GREEN DOT SPEED - ISA +20...............................................................D

PER-OEI-DES-20 FIXED SPEED STRATEGIES

DESCENT - M.80/350KT.........................................................................................................................................A DESCENT - M.78/320KT ....................................................................................................................................... B

PER-OEI-DES-30 DESCENT TO LANDING

DESCENT TO LANDING........................................................................................................................................ A

CTV A320 FLEET FCOM

PER-OEI-PLP-TOC P 2/2 30 MAY 13


GENERAL - GENERAL


INTRODUCTION Ident.: PER-OEI-GEN-05-00002064.0001001 / 10 DEC 09 Applicable to: ALL

This chapter provides the single engine performance data to be used for the conduct and monitoring of the flight following an engine failure. The diversion strategy (descent and cruise speed schedules) shall be selected, and specified in the operator’s routes specifications, as a function of the prevailing operational factors (e.g. obstacles clearance requirements and/or ETOPS operation). FLIGHT PREPARATION Ident.: PER-OEI-GEN-05-00002065.0001001 / 28 FEB 11 Applicable to: ALL

In readiness for a possible engine failure occurring during the flight, any flight shall be planned so as to comply with any of the following requirements, as applicable : • obstacle clearance, • oxygen, • maximum diversion distance (ETOPS operation). The following FCOM sections provide flight preparation and fuel planning information : • Refer to PER-FPL-GEN-INT GENERAL, for Standard Fuel Planning, • Refer to PRO-SPO-40-10 General, for Extended Range Operation (ETOPS) and associated fuel requirements. STRATEGY Ident.: PER-OEI-GEN-05-00002067.0001001 / 23 NOV 11 Applicable to: ALL

Depending on the prevailing operational constraints, the most appropriate diversion strategy shall be selected, out of the following options:

CTV A320 FLEET FCOM

A to C →

PER-OEI-GEN-05 P 1/2 25 NOV 11


GENERAL - GENERAL


STANDARD STRATEGY

DESCENT TO CEILING

CRUISE

DESCENT TO LANDING Approx increase in fuel consumption compared with both engines operative

• M .78/300 kt • MCT

LR ceiling LR speed

OBSTACLE STRATEGY

320 kt

• Green Dot Speed • MCT

FIXED SPEED STRATEGIES VMO

• M .78/320 kt • MCT

‐ Obstacle not cleared: Maintain Green Dot Speed at MCT ‐ Obstacle cleared : Revert to standard strategy

• M .80/350 kt • MCT

FL per Refer to FL per Refer to PRO-SPO-40-60 PRO-SPO-40-60 ETOPS Fuel From ETOPS Fuel From Critical Point to Critical Point to Landing - One Engine Landing - One Engine Out - Cruise at 320kt Out - Cruise at 350kt MCT/320 kt MCT/350 kt

IDLE/M .78/300 kt/250 kt

+33 %

For ETOPS operations, any of the above diversion strategies can be used provided that the selected strategy and speed schedule is used in: ‐ establishing the area of operation (maximum diversion distance), Refer to PRO-SPO-40-60 General, ‐ calculating the diversion fuel requirements for the single engine ETOPS critical scenario, Refer to PRO-SPO-40-30 ETOPS Fuel Scenarios, ‐ demonstrating the applicable obstacle clearance requirements (net flight path and net ceiling). During the diversion, the flight crew is expected to use the planned speed schedule. However, based on the evaluation of the actual situation, the pilot in command has the authority to deviate from this planned one engine inoperative speed.

CTV A320 FLEET FCOM

←C

PER-OEI-GEN-05 P 2/2 25 NOV 11



GENERAL - STANDARD STRATEGY

PROCEDURE Ident.: PER-OEI-GEN-10-00002068.0001001 / 21 MAR 11 Applicable to: ALL

Unless a specific procedure has been established before dispatch (ETOPS, mountainous areas) the recommended procedure is as follows :

CTV A320 FLEET FCOM

A

PER-OEI-GEN-10 P 1/4 30 MAY 13




EXAMPLE Ident.: PER-OEI-GEN-10-00002069.0019001 / 14 NOV 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

GIVEN GW at engine failure FL at engine failure Temperature Distance to diversion airport No wind

= = = =

70 000 kg 310 ISA 540 nm

FIND LRC ceiling : (Refer to PER-OEI-ALT-10 GROSS CEILINGS AT LONG RANGE AND GREEN DOT SPEEDS) Descent to cruise level : (FL 220) Refer to PER-OEI-DES-10 DESCENT - M.78/300KT

FL 220 Distance = 231 - 151 = 80 nm Fuel = 1 274 - 896 = 378 kg Time = 35 - 24 = 11 min

Cruise at long range speed (FL 220) to landing : (Weight = 70 000 - 378 = 69 622 kg : Distance = 540 - 80 = 460 nm) Determine on (Refer to PER-OEI-ICQ-10 IN CRUISE QUICK CHECK LONG RANGE) time and fuel consumption at ISA conditions for a reference weight of 55 000 kg. Interpolate the remaining air distance of 460 nm at FL 220. Fuel : 2 482 kg Time : 1 h 29 min Correction due to actual in-cruise weight ΔFuel = +25 kg per 1 000 kg above reference weight ΔFuel = +25 kg × (69.7 – 55) ~ 368 kg RESULT Total Fuel Time

= =

378 + 2 482 + 368 = 3 228 kg 1 h 29 min + 11 min = 1 h 40 min EXAMPLE

Ident.: PER-OEI-GEN-10-00002069.0008001 / 14 NOV 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

GIVEN: GW at engine failure CTV A320 FLEET FCOM

=

70 000 kg

B→





FL at engine failure Temperature Distance to diversion airport No wind

= = =

310 ISA 560 nm

FIND: LRC ceiling : (Refer to PER-OEI-ALT-10 GROSS CEILINGS AT LONG RANGE AND GREEN DOT SPEEDS) Descent to cruise level: (FL 180) Refer to PER-OEI-DES-10 DESCENT - M.78/300KT

FL 182 Distance = 235 - 98 = 137 nm Fuel = 1 248 - 567 = 681 kg Time = 35.6 - 16.0 = 19.6 min

Cruise at long range speed (FL 180) to landing. (Weight = 70 000 - 681 = 69 319 kg: Distance = 560 - 137 = 423 nm) Determine on (Refer to PER-OEI-ICQ-10 IN CRUISE QUICK CHECK LONG RANGE) time and fuel consumption at ISA conditions and for a reference weight of 55 000 kg. Interpolate the remaining air distance of 423 nm at FL 180. Fuel : 2 435 kg Time : 1 h 24 min Correction due to actual in-cruise weight ΔFuel = +19 kg per 1 000 kg above reference weight ΔFuel = +19 kg × (69.3 – 55) ~ 280 kg RESULT: Total Fuel Time

= =

681 + 2 435 + 280 = 3 396 kg 1 h 24 min + 20 min = 1 h 44 min EXAMPLE

Ident.: PER-OEI-GEN-10-00002069.0020001 / 14 NOV 11 Applicable to: PK-GLH, PK-GLI

GIVEN: GW at engine failure FL at engine failure Temperature Distance to diversion airport No wind

CTV A320 FLEET FCOM

= = = =

150 000 lb 310 ISA 540 nm

←B→





FIND LRC ceiling : (Refer to PER-OEI-ALT-10 GROSS CEILINGS AT LONG RANGE AND GREEN DOT SPEEDS) Descent to cruise level : (FL 230) Refer to PER-OEI-DES-10 DESCENT - M.78/300KT

FL 230 Distance = 232 - 104 = 68 nm Fuel = 2 799 -2 119 = 680 lb Time = 35.1 - 25.9 = 9.2 min

Cruise at long range speed (FL 230) to landing : (Weight = 150 000 - 680 = 149 320 lb : Distance = 540 - 68 = 472 nm) Determine on (Refer to PER-OEI-ICQ-10 IN CRUISE QUICK CHECK LONG RANGE) time and fuel consumption at ISA conditions for a reference weight of 120 000 lb. Interpolate the remaining air distance of 472 nm at FL 230. Fuel : 5 551 lb Time : 1 h 32 min Correction due to actual in-cruise weight ΔFuel = +21 lb per 1 000 lb above reference weight ΔFuel = +21 lb × (149.3 – 120) ~ 615.3 lb RESULT Total Fuel Time

CTV A320 FLEET FCOM

= =

680 + 5 551 + 616 = 6 847 lb 1 h 32 min + 10 min = 1 h 42 min

←B




GENERAL - OBSTACLE STRATEGY


In order to maintain the highest possible level, the drift down procedure must be adopted. This requires maximum continuous thrust on the remaining engine at green dot speed.  If, having reached drift down ceiling altitude, an obstacle problem remains, the drift down procedure must be maintained so as to fly an ascending cruise profile.  If, after drift down, no obstacle problem remains, the speed should be allowed to increase to long range speed and maintained. The subsequent cruise should be made using either the long range speed by adjusting it as a function of aircraft weight or by maintaining the initial cruise speed. Note:

Due to the fact that the long range speed is higher than the green dot speed, the cruise will be made at an altitude lower than the drift down ceiling.

CTV A320 FLEET FCOM

A→





EXAMPLE Ident.: PER-OEI-GEN-15-00002075.0020001 / 14 NOV 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

GIVEN GW at engine failure FL at engine failure Temperature Distance to destination airport No wind CTV A320 FLEET FCOM

= = = =

62 000 kg 350 ISA 1 500 nm

← A to B →





FIND Level off (drift down ceiling) (Refer to : 25 400 ft PER-OEI-DES-15 GROSS FLIGHT PATH DESCENT AT GREEN DOT SPEED - ISA) Distance : 267 nm Fuel : 1 400 kg Time : 48 min LRC ceiling : (Refer to PER-OEI-ALT-10 : FL 250 GROSS CEILINGS AT LONG RANGE AND GREEN DOT SPEEDS) Cruise at long range speed (FL 250) to landing (weight = 62 000 - 1 400 = 60 600 kg : Distance = 1 500 - 267 = 1 233 nm) Determine on (Refer to PER-OEI-ICQ-10 IN CRUISE QUICK CHECK LONG RANGE) time and fuel consumption at ISA conditions for a reference weight of 55 000 kg. Interpolate the remaining air distance of 1 233 nm at FL 250. Fuel : 6 462 kg Time : 3 h 42 min Correction due to actual in-cruise weight ΔFuel = +82 kg per 1 000 kg above reference weight ΔFuel = +82 kg × (60.6 – 55) ~ 459 kg RESULT Total Fuel Time

= =

6 462 + 459 + 1 400 = 8 321 kg 3 h 42 min + 48 min = 4 h 30 min EXAMPLE

Ident.: PER-OEI-GEN-15-00002075.0008001 / 14 NOV 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

GIVEN GW at engine failure FL at engine failure Temperature Distance to destination airport No wind

CTV A320 FLEET FCOM

= = = =

62 000 kg 350 ISA 1 500 nm

←B→





FIND Level off (drift down ceiling) (Refer to : 24 300 ft PER-OEI-DES-15 GROSS FLIGHT PATH DESCENT AT GREEN DOT SPEED - ISA) Distance : 338 nm Fuel : 1 800 kg Time : 1 h 04 min LRC ceiling : (Refer to PER-OEI-ALT-10 : FL 202 GROSS CEILINGS AT LONG RANGE AND GREEN DOT SPEEDS) Cruise at long range speed (FL 200) to landing (weight = 62 000 - 1 800 = 60 200 kg : Distance = 1 500 - 338 = 1 162 nm) Determine on (Refer to PER-OEI-ICQ-10 IN CRUISE QUICK CHECK LONG RANGE) time and fuel consumption at ISA conditions for a reference weight of 55 000 kg. Interpolate the remaining air distance of 1 162 nm at FL 200. Fuel : 6 503 kg Time : 3 h 34 min Correction due to actual in-cruise weight ΔFuel = +58 kg per 1 000 kg above reference weight ΔFuel = +58 kg × (60.2 – 55) ~ 302 kg RESULT Total Fuel Time

= =

6 503 + 302 + 1 800 = 8 605 kg 3 h 34 min + 1 h 04 min = 4 h 38 min EXAMPLE

Ident.: PER-OEI-GEN-15-00002075.0021001 / 14 NOV 11 Applicable to: PK-GLH, PK-GLI

GIVEN GW at engine failure FL at engine failure Temperature Distance to destination airport No wind

CTV A320 FLEET FCOM

= = = =

135 000 lb 350 ISA 1 500 nm

←B→





FIND Level off (drift down ceiling) (Refer to : 25 600 ft PER-OEI-DES-15 GROSS FLIGHT PATH DESCENT AT GREEN DOT SPEED - ISA) Distance : 347 nm Fuel : 4 200 lb Time : 1 h 04 min LRC ceiling (Refer to PER-OEI-ALT-10 : FL 250 GROSS CEILINGS AT LONG RANGE AND GREEN DOT SPEEDS) Cruise at long range speed (FL 250) to landing (weight = 135 000 - 4 200 = 130 800 lb : Distance = 1 500 - 347 = 1 153 nm) Determine on (Refer to PER-OEI-ICQ-10 IN CRUISE QUICK CHECK LONG RANGE) time and fuel consumption at ISA conditions for a reference weight of 120 000 lb. Interpolate the remaining air distance of 1 153 nm at FL 250. Fuel : 13 246 lb Time : 3 h 29 min Correction due to actual in-cruise weight ΔFuel = +74 lb per 1 000 lb above reference weight ΔFuel = +74 lb × (130.8 – 120) ~ 799 lb RESULT Total Fuel Time

CTV A320 FLEET FCOM

= =

13 246 + 799 + 4 200 = 18 245 lb 3 h 29 min + 1 h 04 min = 4 h 33 min

←B






CTV A320 FLEET FCOM




GENERAL - FIXED SPEED STRATEGIES


This section provides single engine performance data for two fixed speed diversion strategies (fixed descent and cruise speed schedules) recommended for ETOPS operation, provided that the requirements set forth, Refer to PER-OEI-GEN-05 INTRODUCTION, are complied with.

CTV A320 FLEET FCOM

A





EXAMPLE Ident.: PER-OEI-GEN-20-00002093.0010001 / 22 FEB 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

GIVEN : GW at engine failure FL at engine failure Temperature Distance to diversion airport Speed selected before dispatch Cruise level for diversion Selected before dispatch

= = = = =

70 000 kg 350 ISA 500 nm 350 kt

=

FL 180

FIND : Descent to cruise level (Refer to : Distance = 199 - 106 = 93 nm PER-OEI-DES-20 DESCENT Fuel = 1 186 - 760 = 426 kg M.80/350KT) Time = 26.9 - 15.1 = 11.8 min Cruise Weight = 70 000 - 426 = 69 574 kg Distance = 500 - 93 = 407 nm Determine (Refer to PER-OEI-ICQ-20 IN CRUISE QUICK CHECK VMO) time and fuel consumption at ISA conditions for a reference weight of 55 000 kg Interpolate the remaining distance of 407 nm at FL 180 Fuel = 2 595 kg Time = 1 h 12 min Correction due to actual in-cruise weight : no correction here RESULT : Total Fuel Time

= =

2 595 + 426 = 3 021 kg 1 h 12 min + 12 min = 1 h 24 min EXAMPLE

Ident.: PER-OEI-GEN-20-00002093.0021001 / 22 FEB 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

GIVEN : GW at engine failure CTV A320 FLEET FCOM

=

70 000 kg

B→





FL at engine failure Temperature Distance to diversion airport Speed selected before dispatch Cruise level for diversion Selected before dispatch

= = = =

350 ISA 500 nm 350 kt

=

FL 180

FIND : Descent to cruise level (Refer to : Distance = 178 - 92 = 86 nm PER-OEI-DES-20 DESCENT Fuel = 1 030 - 651 = 379 kg M.80/350KT) Time = 24.1 - 13.1 = 11 min Cruise Weight = 70 000 - 379 = 69 621 kg Distance = 500 - 86 = 414 nm Determine (Refer to PER-OEI-ICQ-20 IN CRUISE QUICK CHECK VMO) time and fuel consumption at ISA conditions for a reference weight of 55 000 kg Interpolate the remaining distance of 414 nm at FL 180 Fuel = 2 804 kg Time = 1 h 11 min Correction due to actual in-cruise weight ▵Fuel = +3 kg per 1 000 kg above reference weight ▵Fuel = +3 kg × (69.6 – 55) ~ 44 kg RESULT : Total Fuel Time

= =

2 804 + 44 + 379 = 3 227 kg 1 h 11 min + 11 min = 1 h 22 min EXAMPLE

Ident.: PER-OEI-GEN-20-00002093.0022001 / 22 FEB 11 Applicable to: PK-GLH, PK-GLI

GIVEN: GW at engine failure FL at engine failure Temperature Distance to diversion airport CTV A320 FLEET FCOM

= = = =

150 000 lb 350 ISA 500 nm

←B→





Speed selected before dispatch Cruise level for diversion Selected before dispatch

=

350 kt

=

FL 180

FIND: Descent to cruise level (Refer to : Distance = 178 - 92 = 86 nm PER-OEI-DES-20 DESCENT Fuel = 2 263 - 1 433 = 830 lb M.80/350KT) Time = 24 - 13.1 = 10.9 min Cruise Weight = 150 000 - 830 = 149 170 lb Distance = 500 - 86 = 414 nm Determine (Refer to PER-OEI-ICQ-20 IN CRUISE QUICK CHECK VMO) time and fuel consumption at ISA conditions for a reference weight of 120 000 lb Interpolate the remaining distance of 414 nm at FL 180 Fuel = 6 182 lb Time = 1 h 11 min Correction due to actual in-cruise weight ▵Fuel = +3 lb per 1 000 lb above reference weight ▵Fuel = +3 lb × (149.2 – 120) ~ 88 lb RESULT: Total Fuel Time

CTV A320 FLEET FCOM

= =

6 182 + 88 + 830 = 7 100 lb 1 h 11 min + 10.9 min = 1 h 22 min

←B



ALTITUDE - CEILINGS


GROSS CEILINGS AT LONG RANGE AND GREEN DOT SPEEDS Ident.: PER-OEI-ALT-10-00002099.0481001 / 22 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

Note:

If severe icing conditions are encountered, ice formation may build up on non heated structure and therefore the ceiling will be reduced by 2 000 ft.

CTV A320 FLEET FCOM

A→

PER-OEI-ALT-10 P 1/4 30 MAY 13


ALTITUDE - CEILINGS


GROSS CEILINGS AT LONG RANGE AND GREEN DOT SPEEDS Ident.: PER-OEI-ALT-10-00002099.0478001 / 22 MAR 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

Note:

If severe icing conditions are encountered, ice formation may build up on non heated structure and therefore the ceiling will be reduced by 2 000 ft.

CTV A320 FLEET FCOM

←A→



ALTITUDE - CEILINGS


GROSS CEILINGS AT LONG RANGE AND GREEN DOT SPEEDS Ident.: PER-OEI-ALT-10-00002099.0479001 / 02 FEB 11 Applicable to: PK-GLH, PK-GLI

Note:

If severe icing conditions are encountered, ice formation may build up on non heated structure and therefore the ceiling will be reduced by 2 000 ft. NET CEILING AT GREEN DOT SPEED

Ident.: PER-OEI-ALT-10-00002101.0376001 / 18 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

To obtain the net ceiling at green dot speed, apply the following corrections to the gross ceiling at green dot speed: CTV A320 FLEET FCOM

← A to B →



ALTITUDE - CEILINGS


≤ ISA +10 ISA +20

48 -4 500 ft -5 200 ft

52 -4 700 ft -4 800 ft

56 -4 700 ft -3 800 ft

WEIGHT (1 000 kg) 60 64 -4 000 ft -3 300 ft -3 100 ft

-3 300 ft

68 -3 300 ft -4 000 ft

72 -3 700 ft -5 200 ft

76 -4 600 ft -6 800 ft

NET CEILING AT GREEN DOT SPEED Ident.: PER-OEI-ALT-10-00002101.0098001 / 25 MAR 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

To obtain the net ceiling at green dot speed, apply the following corrections to the gross ceiling at green dot speed: ≤ ISA +10 ISA +20

48 -5 800 ft -4 200 ft

52 -4 200 ft -2 800 ft

56 -2 700 ft -2 600 ft

WEIGHT (1 000 kg) 60 64 -2 400 ft -3 600 ft -3 800 ft

-4 500 ft

68 -4 700 ft -6 300 ft

72 -5 100 ft

-10 100 ft

76 -6 100 ft

-11 800 ft

NET CEILING AT GREEN DOT SPEED Ident.: PER-OEI-ALT-10-00002101.0099001 / 31 MAR 11 Applicable to: PK-GLH, PK-GLI

To obtain the net ceiling at green dot speed, apply the following corrections to the gross ceiling at green dot speed: ≤ ISA +10 ISA +20

110 -5 200 ft -3 300 ft

CTV A320 FLEET FCOM

120 -3 200 ft -2 400 ft

130 -2 300 ft -3 500 ft

WEIGHT (1 000 lb) 140 150 -3 500 ft -4 700 ft -4 400 ft

←B

-6 300 ft

160 -5 200 ft

-10 500 ft

170 -6 900 ft

-12 200 ft




CRUISE TABLES - STANDARD AND OBSTACLE STRATEGIES

LONG RANGE CRUISE - 1 ENGINE OUT - ISA Ident.: PER-OEI-CRT-10-00002108.0020001 / 10 DEC 09 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

A→

PER-OEI-CRT-10 P 1/24 30 MAY 13



CTV A320 FLEET FCOM


←A→





LONG RANGE CRUISE - 1 ENGINE OUT - ISA Ident.: PER-OEI-CRT-10-00002108.0009001 / 10 DEC 09 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

←A→




CTV A320 FLEET FCOM


←A→





LONG RANGE CRUISE - 1 ENGINE OUT - ISA Ident.: PER-OEI-CRT-10-00002108.0021001 / 10 DEC 09 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

←A→




CTV A320 FLEET FCOM


←A





LONG RANGE CRUISE - 1 ENGINE OUT - ISA +10 Ident.: PER-OEI-CRT-10-00002109.0020001 / 10 DEC 09 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

B→




CTV A320 FLEET FCOM


←B→





LONG RANGE CRUISE - 1 ENGINE OUT - ISA +10 Ident.: PER-OEI-CRT-10-00002109.0009001 / 10 DEC 09 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

←B→




CTV A320 FLEET FCOM


←B→





LONG RANGE CRUISE - 1 ENGINE OUT - ISA +10 Ident.: PER-OEI-CRT-10-00002109.0021001 / 10 DEC 09 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

←B→




CTV A320 FLEET FCOM


←B






CTV A320 FLEET FCOM

C→




CTV A320 FLEET FCOM


←C→





LONG RANGE CRUISE - 1 ENGINE OUT - ISA +15 Ident.: PER-OEI-CRT-10-00002110.0020001 / 10 DEC 09 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

←C→




CTV A320 FLEET FCOM


←C→






CTV A320 FLEET FCOM

←C→




CTV A320 FLEET FCOM


←C






CTV A320 FLEET FCOM

D→




CTV A320 FLEET FCOM


←D→





LONG RANGE CRUISE - 1 ENGINE OUT - ISA +20 Ident.: PER-OEI-CRT-10-00002111.0063001 / 04 MAR 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

←D→




CTV A320 FLEET FCOM


←D→






CTV A320 FLEET FCOM

←D→




CTV A320 FLEET FCOM


←D




CRUISE TABLES - FIXED SPEED STRATEGIES

CRUISE - MCT/VMO - 1 ENGINE OUT - ISA Ident.: PER-OEI-CRT-20-00002112.0012001 / 09 DEC 09 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

A→




CTV A320 FLEET FCOM


←A→





CRUISE - MCT/VMO - 1 ENGINE OUT - ISA Ident.: PER-OEI-CRT-20-00002112.0023001 / 09 DEC 09 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

←A→




CTV A320 FLEET FCOM


←A→





CRUISE - MCT/VMO - 1 ENGINE OUT - ISA Ident.: PER-OEI-CRT-20-00002112.0024001 / 09 DEC 09 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

←A→




CTV A320 FLEET FCOM


←A





CRUISE - MCT/VMO - 1 ENGINE OUT - ISA +10 Ident.: PER-OEI-CRT-20-00002113.0012001 / 09 DEC 09 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

B→




CTV A320 FLEET FCOM


←B→





CRUISE - MCT/VMO - 1 ENGINE OUT - ISA +10 Ident.: PER-OEI-CRT-20-00002113.0023001 / 09 DEC 09 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

←B→




CTV A320 FLEET FCOM


←B→





CRUISE - MCT/VMO - 1 ENGINE OUT - ISA +10 Ident.: PER-OEI-CRT-20-00002113.0024001 / 09 DEC 09 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

←B→




CTV A320 FLEET FCOM


←B






CTV A320 FLEET FCOM

C→




CTV A320 FLEET FCOM


←C→






CTV A320 FLEET FCOM

←C→




CTV A320 FLEET FCOM


←C→






CTV A320 FLEET FCOM

←C→




CTV A320 FLEET FCOM


←C






CTV A320 FLEET FCOM

D→




CTV A320 FLEET FCOM


←D→






CTV A320 FLEET FCOM

←D→




CTV A320 FLEET FCOM


←D→






CTV A320 FLEET FCOM

←D→




CTV A320 FLEET FCOM


←D





CRUISE - MCT/320KT - 1 ENGINE OUT - ISA Ident.: PER-OEI-CRT-20-00002116.0012001 / 09 DEC 09 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

E→




CTV A320 FLEET FCOM


←E→





CRUISE - MCT/320KT - 1 ENGINE OUT - ISA Ident.: PER-OEI-CRT-20-00002116.0023001 / 09 DEC 09 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

←E→




CTV A320 FLEET FCOM


←E→





CRUISE - MCT/320KT - 1 ENGINE OUT - ISA Ident.: PER-OEI-CRT-20-00002116.0024001 / 09 DEC 09 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

←E→




CTV A320 FLEET FCOM


←E





CRUISE - MCT/320KT - 1 ENGINE OUT - ISA +10 Ident.: PER-OEI-CRT-20-00002117.0012001 / 04 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

F→




CTV A320 FLEET FCOM


←F→





CRUISE - MCT/320KT - 1 ENGINE OUT - ISA +10 Ident.: PER-OEI-CRT-20-00002117.0062001 / 09 DEC 09 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

←F→




CTV A320 FLEET FCOM


←F→





CRUISE - MCT/320KT - 1 ENGINE OUT - ISA +10 Ident.: PER-OEI-CRT-20-00002117.0063001 / 09 DEC 09 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

←F→




CTV A320 FLEET FCOM


←F






CTV A320 FLEET FCOM

G→




CTV A320 FLEET FCOM


←G→





CRUISE - MCT/320KT - 1 ENGINE OUT - ISA +15 Ident.: PER-OEI-CRT-20-00002118.0027001 / 09 DEC 09 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

←G→




CTV A320 FLEET FCOM


←G→






CTV A320 FLEET FCOM

←G→




CTV A320 FLEET FCOM


←G






CTV A320 FLEET FCOM

H→




CTV A320 FLEET FCOM


←H→





CRUISE - MCT/320KT - 1 ENGINE OUT - ISA +20 Ident.: PER-OEI-CRT-20-00002119.0012001 / 09 DEC 09 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

←H→




CTV A320 FLEET FCOM


←H→






CTV A320 FLEET FCOM

←H→




CTV A320 FLEET FCOM


←H




IN CRUISE QUICK CHECK - STANDARD STRATEGIES

IN CRUISE QUICK CHECK AT LONG RANGE SPEED Ident.: PER-OEI-ICQ-10-00002122.0001001 / 14 NOV 11 Applicable to: ALL

The following in cruise quick check tables allow the flight crew to determine the fuel consumption and the time required to cover a given air distance from any moment in cruise to landing, with one engine inoperative. These tables are established for: ‐ Cruise Mach number : long range ‐ Descent profile : M .78/300 kt/250 kt ‐ Approach and landing : 120 kg or 270 lb - 6 min IMC ‐ ISA ‐ CG = 33 % ‐ Pack flow HI ‐ Anti ice OFF Note:

1. In the tables, the asterisk (*) means that a step climb of 4 000 ft must be flown to reach the corresponding flight level. 2. The flight level shown on the top of each column is the final flight level. 3. For each degree Celsius above ISA temperature apply a fuel correction of 0.015 (kg/°C/NM) × Δ ISA (°C) × air distance (NM) or 0.033 (lb/°C/NM) × ΔISA (°C) × air distance (NM). CORRECTION FOR DEVIATION FROM REFERENCE WEIGHT

Ident.: PER-OEI-ICQ-10-00002123.0001001 / 28 JAN 11 Applicable to: ALL

The in cruise quick check tables are based on a reference initial weight. A correction on the fuel consumption has to be made, when the actual initial weight is different from the reference initial weight. If it is lower (or greater) than the reference weight, subtract (or add) the value given in the correction part of the table per 1 000 kg or 1 000 lb below (or above) the reference initial weight (Refer to PER-OEI-GEN-20 EXAMPLE).

CTV A320 FLEET FCOM

A to B

PER-OEI-ICQ-10 P 1/4 30 MAY 13




IN CRUISE QUICK CHECK LONG RANGE Ident.: PER-OEI-ICQ-10-00002124.0019001 / 08 MAR 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

C→





IN CRUISE QUICK CHECK LONG RANGE Ident.: PER-OEI-ICQ-10-00002124.0008001 / 08 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

←C→





IN CRUISE QUICK CHECK LONG RANGE Ident.: PER-OEI-ICQ-10-00002124.0020001 / 08 MAR 11 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

←C




IN CRUISE QUICK CHECK - FIXED SPEED STRATEGIES

GENERAL Ident.: PER-OEI-ICQ-20-00002125.0001001 / 14 NOV 11 Applicable to: ALL

The following in cruise quick check tables allow the flight crew to determine the fuel consumption and the time required to cover a given air distance from any moment in cruise to landing with one engine inoperative. These tables are established for: ‐ Cruise speed: MCT/VMO, MCT/320 kt. ‐ Descent profile: M .78/300 kt/250 kt ‐ Approach and landing: 120 kg or 270 lb - 6 min IMC ‐ ISA ‐ CG = 33 % ‐ Pack flow HI ‐ Anti ice OFF Note:

1. In the tables, the asterisk "*" means that a step climb of 4 000 ft has been made to reach the corresponding flight level. 2. The flight level shown on the top of each column is the final flight level. 3. For each degree Celsius above ISA apply a fuel correction of 0.015 (kg/°C/NM) × ΔISA (°C) × Air Distance (NM) or 0.033 (lb/°C/NM) × ΔISA (°C) × Air Distance (NM) CORRECTION FOR DEVIATION FROM REFERENCE WEIGHT

Ident.: PER-OEI-ICQ-20-00002126.0001001 / 03 MAR 11 Applicable to: ALL

The in cruise quick check tables are based on a reference initial weight. The fuel consumption must be corrected when the actual weight is different from the reference initial weight. If it is lower (or greater) than the reference weight, subtract (or add) the value given in the correction part of the table per 1 000 kg or 1 000 lb below (or above) the reference weight (Refer to PER-OEI-GEN-20 EXAMPLE).

CTV A320 FLEET FCOM

A to B





IN CRUISE QUICK CHECK VMO Ident.: PER-OEI-ICQ-20-00002127.0022001 / 10 DEC 09 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

C→





IN CRUISE QUICK CHECK VMO Ident.: PER-OEI-ICQ-20-00002127.0011001 / 10 DEC 09 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

←C→





IN CRUISE QUICK CHECK VMO Ident.: PER-OEI-ICQ-20-00002127.0023001 / 10 DEC 09 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

←C





IN CRUISE QUICK CHECK 320KT Ident.: PER-OEI-ICQ-20-00002128.0022001 / 10 DEC 09 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

D→





IN CRUISE QUICK CHECK 320KT Ident.: PER-OEI-ICQ-20-00002128.0011001 / 10 DEC 09 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

←D→





IN CRUISE QUICK CHECK 320KT Ident.: PER-OEI-ICQ-20-00002128.0023001 / 01 MAR 11 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

←D






CTV A320 FLEET FCOM



HOLDING


HOLDING Ident.: PER-OEI-HLD-00002130.0024001 / 28 FEB 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

A→

PER-OEI-HLD P 1/4 30 MAY 13


HOLDING


HOLDING Ident.: PER-OEI-HLD-00002130.0012001 / 28 FEB 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

←A→



HOLDING


HOLDING Ident.: PER-OEI-HLD-00002130.0025001 / 28 FEB 11 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

←A




HOLDING


CTV A320 FLEET FCOM




DESCENT - STANDARD STRATEGY

DESCENT - M.78/300KT Ident.: PER-OEI-DES-10-00002135.0009001 / 09 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

A→

PER-OEI-DES-10 P 1/4 30 MAY 13




DESCENT - M.78/300KT Ident.: PER-OEI-DES-10-00002135.0020001 / 09 MAR 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

←A→





DESCENT - M.78/300KT Ident.: PER-OEI-DES-10-00002135.0021001 / 09 MAR 11 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

←A






CTV A320 FLEET FCOM




DESCENT - OBSTACLE STRATEGY

GROSS FLIGHT PATH DESCENT AT GREEN DOT SPEED - ISA Ident.: PER-OEI-DES-15-00002080.0022001 / 09 DEC 09 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

A→





GROSS FLIGHT PATH DESCENT AT GREEN DOT SPEED - ISA Ident.: PER-OEI-DES-15-00002080.0009001 / 10 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

←A→





GROSS FLIGHT PATH DESCENT AT GREEN DOT SPEED - ISA Ident.: PER-OEI-DES-15-00002080.0023001 / 09 DEC 09 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

←A





GROSS FLIGHT PATH DESCENT AT GREEN DOT SPEED - ISA +10 Ident.: PER-OEI-DES-15-00002082.0022001 / 09 DEC 09 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

B→





GROSS FLIGHT PATH DESCENT AT GREEN DOT SPEED - ISA +10 Ident.: PER-OEI-DES-15-00002082.0009001 / 24 MAR 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

←B→





GROSS FLIGHT PATH DESCENT AT GREEN DOT SPEED - ISA +10 Ident.: PER-OEI-DES-15-00002082.0023001 / 09 DEC 09 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

←B





GROSS FLIGHT PATH DESCENT AT GREEN DOT SPEED - ISA +15 Ident.: PER-OEI-DES-15-00002086.0020001 / 10 DEC 09 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

C→






CTV A320 FLEET FCOM

←C→





GROSS FLIGHT PATH DESCENT AT GREEN DOT SPEED - ISA +15 Ident.: PER-OEI-DES-15-00002086.0021001 / 10 DEC 09 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

←C





GROSS FLIGHT PATH DESCENT AT GREEN DOT SPEED - ISA +20 Ident.: PER-OEI-DES-15-00002088.0022001 / 24 MAR 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

D→





‐ For LONG RANGE CRUISE table Refer to PER-OEI-CRT-10 LONG RANGE CRUISE - 1 ENGINE OUT - ISA ‐ For IN CRUISE QUICK CHECK Refer to PER-OEI-ICQ-10 IN CRUISE QUICK CHECK LONG RANGE

CTV A320 FLEET FCOM

←D→






CTV A320 FLEET FCOM

←D→






CTV A320 FLEET FCOM

←D→





GROSS FLIGHT PATH DESCENT AT GREEN DOT SPEED - ISA +20 Ident.: PER-OEI-DES-15-00002088.0023001 / 24 MAR 11 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

←D→






CTV A320 FLEET FCOM

←D






CTV A320 FLEET FCOM




DESCENT - FIXED SPEED STRATEGIES

DESCENT - M.80/350KT Ident.: PER-OEI-DES-20-00002136.0023001 / 22 FEB 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

A→





DESCENT - M.80/350KT Ident.: PER-OEI-DES-20-00002136.0012001 / 22 FEB 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

←A→





DESCENT - M.80/350KT Ident.: PER-OEI-DES-20-00002136.0024001 / 22 FEB 11 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

←A





DESCENT - M.78/320KT Ident.: PER-OEI-DES-20-00002137.0012001 / 02 FEB 11 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

B→





DESCENT - M.78/320KT Ident.: PER-OEI-DES-20-00002137.0023001 / 02 FEB 11 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

←B→





DESCENT - M.78/320KT Ident.: PER-OEI-DES-20-00002137.0024001 / 02 FEB 11 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

←B




DESCENT - DESCENT TO LANDING

DESCENT TO LANDING Ident.: PER-OEI-DES-30-00002138.0011001 / 09 DEC 09 Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ

CTV A320 FLEET FCOM

A→





DESCENT TO LANDING Ident.: PER-OEI-DES-30-00002138.0022001 / 09 DEC 09 Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

CTV A320 FLEET FCOM

←A→





DESCENT TO LANDING Ident.: PER-OEI-DES-30-00002138.0023001 / 09 DEC 09 Applicable to: PK-GLH, PK-GLI

CTV A320 FLEET FCOM

←A






CTV A320 FLEET FCOM


FCOM - Performance

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